
DEPARTMENT OF THE NAVY 
Bureau of Steam Engineering 
N. 8. E. 246 






ENGINEERING 
INSTRUCTIONS 



1917 




WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1917 




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DEPARTMENT OF THE NAVY 

Bureau of Steam Engineering 

N. 8. E. 245 



ENGINEERING 
INSTRUCTIONS 



1917 






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WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1917 






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D. of D. 
SEP 24 1917 



CONTENTS. 



Section 1.— TRIALS OF MACHINERY; GENERAL 
INSTRUCTIONS. 

Article. 

Object of trials 1 

Kinds of trials 2 

Boiler tests before trials 3 

Inspection of boilers before raising steam for tests 4 

Inspection of engines before trial 5 

Report of engineer officer prior to trial 6 

Action if machinery is unsatisfactory 7 

General rules for trials 8 

Report of result of trial 9 

Data for determining power 10 

Section 2.— PRELIMINARY ACCEPTANCE TRIAL. 

When held 11 

Functions of board 12 

Duties of board 13 

Duties of inspector of machinery 14 

Post-trial examinations 15 

Report of board 16 

Section 3.— COMMISSIONING TRIAL. 

Object of trial 17 

Dock trials 18 

Report of dock trials 19 

Certificates of officers conducting trials 20 

Training of personnel 21 

Full-power trial 22 

Examination of machinery before trials 23 

(3) 



Section 4.— FINAL ACCEPTANCE TRIAL. 

A rticle. 

Object of trial 24 

Functions of board 25 

Duties of ship's personnel 26 

Duties of board „ 27 

Examinations after trial 28 

Report of board 29 

Section 5.— POST REPAIR TRIAL. 

Object of trial 30 

How carried out 31 

Examination after trial 32 

Witnesses of trial 33 

Report of trial 34 

Section 6.— LAYING UP TRIAL. 

Ob j ect of trial 35 

Witnesses of trial 36 

When conducted by board 37 

Section 7.— SPECIAL TRIALS. 

When held 38 

Instructions for standardization trials 39 

Determination of steaming characteristics 40 

Standardization courses 41 

Section 8.— CARE AND PRESERVATION OF 
BOILERS AND MACHINERY. 

Character of instructions 42 

Protection and examination 43 

Inspection of cylinders 44 

Engines to be jacked daily 44(3) 

Lifting turbine casings 45(1) 

Interior of idle turbines to be kept dry 45(2) 

Auxiliary machinery 46 

Machinery securings 47 

Cold weather 48 

Joints 49 



Article. 

Glands and packing 50 

Cond ensers 51(1) 

Condenser- tube packing 51 (2) 

Condenser tubes 51(3) 

Feed pumps 52(1) 

Combined feed and fire and bilge systems 52(2) 

Evaporators 53 

Zinc protectors in condensers, etc 54 

Indicators 55 

Machine tools 56 

Hydraulic machinery 57 

Compressed-air systems 58 

Idle boilers 59(1) 

Alternative method of preservation 59(2) 

Boilers open for work 59(3) 

Fire sides of boilers 59(4) 

Furnace doors, etc 59(5) 

Zincs in boilers 60 

Precautions when men are in boilers 61(1) 

Precautions in opening boilers 61(2) 

Deposits in boilers 62(1) 

Oil and salt water in boilers 62(2) 

Fresh water for boilers 62(3) 

Changing water in boilers 62(4) 

Feed water to be pure 62(5) 

Tests for alkalinity and salinity 63 (1) 

Tests for corrosive properties 63 (2) 

Use of boiler compound 64 

Inspection of boilers by engineer officer 65(1) 

Precautions as to keeping boilers clean 65 (2) 

Frequency of overhauling 65 (3) 

Procedure in overhauling 66 

Solid matter in boilers 67 

Cleaning boilers after steaming 68 

Examination of boiler tubes 69 (1) 

Tube ends flared 69 (2) 

Tubes with worn ends 69 (3) 

Precautions in renewing tubes 69 (4) 

Exterior parts of boilers 70 

Engine and fireroom gratings 71 



Article. 

Condition of boilers to be logged 72 

Reduction in pressure 73 

Safety valves 74 

Boiler fittings 75 

Worn boilers 76 

Water pressure tests 77 

Tightness of valves under working pressure. 78 

Precautions with internal combustion engines 79 

Torpedo-boat engines 80 

Machinery of steam launches 81 

Docking ship 82 

Ships going out of commission 83 

Section 9.— OPERATION AND MANAGEMENT OF 
BOILERS AND MACHINERY. 

Character of instructions 84 

Cylinders 85 (1) 

Warming up turbines 85 (3) 

Water rams 86 

Air and circulating pumps 87 

Telegraphs 88 

Rate of expansion 89 

Internal lubrication of cylinders 90 (1) 

Lubrication of piston rods and valve stems 90 (2) 

Grease extractors 90 (3) 

Water on bearings 91 

Alternation in use of boilers 92 (1) 

Forced draft with fire-tube boilers 92 (2) 

Training firemen 92 (3) 

Handling of fires 93 

Temperature of boilers 94 

Starting fires 95 

Use of blowers 96 (1) 

"Natural" and "forced" draft ■ 96(2) 

Banked fires 97 

Hauling fires 98 

Automatic ash-pit doors 99 

Feeding boilers 100 

Low water .101 

Serious steam leaks L(V% 



Article. 

Accidents in general 103 

Economy of auxiliaries 104 

Oil-burning installations 105 

Salt feed 106 (1) 

Emptying boilers 1C6 (2) 

Evaporators 107 

Oil in internal-combustion engines 108 

Pneumatic system 109 

Preparation for collision 110 

Storage of coal Ill 

Section 10.— CARE AND HANDLING OF COAI. 

Wet coal not to be taken on board 112 (1) 

Height of stowage in bunkers 112 (2) 

Ventilation of bunkers 112 (3) 

Precautions regarding open lights in bunkers 112 (4) 

Coal gas in bunkers 113 (1) 

Indication of gas by safety lamp 113 (2) 

Use of safety lamp 113 (3) 

Spontaneous ignition of coal 114 (1) (2) 

Volatile matter 114 (3) 

Contributory causes 114 (4) 

Height of coal in pile 114 (5) 

Moisture in coal 114 (6) 

Effect of climate 114 (7) 

Local heating 114 (8) 

Defective ventilation 114 (9) 

Preventive measures 115 (1) 

Newly mined coal undesirable 115 (2) 

Percentage of moisture 115 (3) 

Precautions to be observed in collier 115 (4) 

Obtaining the temperature 115 (5) 

Characteristic odor of gas 115 (6) 

Extinguishing bunker fires with steam 116 (1) 

Extinguishing bunker fires with water 116 (2) 

Removal of coal 116 (3) 

Section 11.— SPECIFICATIONS FOR FUEL OIL. 
Specifications and information 117 



8 

Section 12.— RECEIPT OF FUEL Oil FOR If AVAL VES- 
SELS. 

Article. 

From Navy fuel ship to naval vessel 118 

From naval storage tank or barge 119 

From contractor. ." 120 

By fuel ships 121 

From commercial supplier 122 

Responsibility for quantity 123 

Sampling 124 

Loading fuel oil 125 

Section 13.— CARE AND HANDLING OF FUEL OIL. 

Fuel-oil characteristics 126 

Safety precautions 127 



ENGINEERING INSTRUCTIONS, 



These instructions are incorporated at present in the 
Naval Regulations and Instructions, 1913, as chapter 27. 
Inasmuch as this book is not readily accessible to the 
enlisted personnel, the bureau considers it of first impor- 
tance that the engineering instructions, which relate es- 
pecially to such matters as are essential in the care, pres- 
ervation, and operation of the boilers and machinery to 
prevent injury, to insure their safety, and to secure the 
most efficient and economical performance, should be made 
available for the information and guidance of all members 
of the naval service. 

In addition to the instructions contained herein, all 
officers and men are to be guided in the use and manage- 
ment of boilers, fuel-oil burning installations, evaporat- 
ing plants, ice machines, and pumps by the more detailed 
and specific instructions given in the pamphlets relating 
particularly to these machinery units which have been 
furnished for their information. 

R. S. Griffin,. 
Engineer in Chief, United States Navy. 



Navy Department, 
Washington, D. C., April 7, 1917. 
The " Engineering Instructions " contained herein are 
approved for issue to the naval service for information 
and guidance. The instructions will be followed on all 
vessels. 

Josephus Daniels, 
Secretary of the Navy. 



ENGINEERING INSTRUCTIONS. 



Section 1.— TRIALS OF MACHINERY; GENERAL 
INSTRUCTIONS. 

1. Object of trials — 

Machinery trials of vessels of the Navy shall be held 
from time to time for the purpose of ascertaining the 
capabilities of the engines, boilers, and appurtenances, 
either in connection with the contract requirements for 
new vessels prior to their final acceptance, or to determine 
their efficiency under service conditions, the extent of 
repairs necessary, the sufficiency of repairs that have been 
made, or the most economical rates of performance under 
various conditions of service. 

2. Kinds of trials — 

The following trials shall be carried out under the condi- 
tions specified: 

(a) Preliminary acceptance trial. 

(b) Commissioning trial. 

(c) Final acceptance trial. 

(d) Post-repair trial. 

(e) Laying-up trial. 

(/*) Engineering competitions and special trials. 

3. Boiler tests before trials — 

Prior to a machinery trial, each boiler that has been 
longer than six months without having had full pressure of 
steam raised in it shall be subjected to a test by cold-water 
pressure and to a test by steam pressure. The water 
pressure applied shall be 25 per cent in excess of the au- 
thorized safety-valve setting. Steam pressure shall be 

(11) 



12 

raised and maintained for at least one hour at a pressure of 
not less than 95 per cent of the authorized safety-valve 
setting, after which the boiler, with the water retained in it, 
shall be allowed to cool off. Throughout these tests, and 
afterwards when cold, the boiler shall be carefully and 
thoroughly examined for indications of any defects or 
weakness, particularly as to the tightness of the shells, 
drums, joints, tubes, nipples, manhole and handhole plates, 
and other pressure parts. 

4. Inspection of boilers before raising steam for tests — 
Previous to raising steam for testing the condition of 

boilers, care shall be taken to see that the dry pipes are 
clear and their openings not clogged, that the internal feed 
pipes are well secured, and that the zincs are efficiently 
connected and in proper condition. The following parts, 
with all gear connected to them, shall be examined and 
actually worked to see that they are in proper condition: 

(a) Main auxiliary stop valves. 

(6) Safety and sentinel valves. 

(c) Surface and bottom blow valves, pipes, and sea 
valves. 

id) Steam and water gauges, cocks, and pipes. 

(e) Feed check and stop valves and pipes. 

(/) Drain cocks and pipes. 

(g) AU other boiler fittings connected with the safety of 
operation and management. 

5. Inspection of engines before trial — 

Previous to working the engines for trial the following 
parts shall be examined and worked as far as possible: 
(a) Pistons, rings, springs, followers, and their fastenings. 
(&) Main stop, throttle, and by-pass valves. 

(c) AU relief valves, drain cocks, and traps. 

(d) Reversing gear, hand and steam, and other starting 
gear. 



13 

(e) Sea suction and discharge valves in connection with 
the condensers, pumps, and main engines. 

(f) All couplings, nuts, keys, etc., connecting the various 
working parts, and all important holding-down bolts and 
other fastenings of the machinery shall be examined and 
carefully sounded. 

(g) The tightness of the condensers and tubes shall be 
tested. 

(h) Main air, circulating, feed, and hot-well pumps. 
(i) Feed water heaters and grease extractors. 

6. Keport of engineer officer prior to trial — 

When all of the examinations required by articles 3, 4, 
and 5 have been made, and not later than the day before 
steam is to be raised for a trial, the engineer officer shall 
report to the commanding officer that the boilers and en- 
gines are in proper condition and fit to proceed with the 
trial, or state wherein any part is, in his opinion, not in a 
safe and proper condition. 

7. Action if machinery is unsatisfactory — 

If, in the opinion of the commanding officer, the condi- 
tion of the machinery or boilers is such that either may be 
seriously injured or disabled by the trial about to be 
undertaken, the trial may, with the approval of the senior 
officer present, be postponed until the circumstances can 
be reported to the department and further instructions 
received. 

8. General rules for trials — 

The following general rules shall be observed during all 
full-power trials, and during other machinery trials to 
which they may be applicable and consistent with the con- 
ditions imposed: 

(a) The engines shall be worked so as to use all the steam 
made by the boilers with the pressure maintained as near 
the designed working pressure as practicable, and the 



14 

steam pressures, vacuum, number of revolutions, and 
other variables shall be kept as nearly uniform as possible. 

(b) The speed of the engines shall be gradually increased 
to the maximum attainable under the conditions imposed. 
Before starting a full-power trial, the engines should be 
worked at about three-quarters power for a sufficient time 
to allow the boilers to be brought to proper steaming condi- 
tion after forced draft has been started. 

(c) No full-speed trial shall take place in less than forty 
fathoms of water; depth of water shall be reported. 

(d) Care must be taken to obtain correct weight or 
measure of the fuel used and that the fires are in the same 
condition at the end of the trial as at the beginning. The 
kind and quality of the fuel used shall be specifically stated 
in the report of the trial. 

(e) Coal shall not be hand picked but shall be used as 
it runs from the bunkers. 

(f) The engine room and fireroom watches shall be so 
arranged, if practicable, that every man of the engineer's 
force, except such as are regularly assigned as messmen or 
to other special duties and are not ordinarily available for 
watch duty, will be on duty for a portion of the time 
whenever forced draft is used on these trials. 

(g) During full-power trials, except such as may be 
forbidden by the current rules for engineering competitions, 
the deck force shall render any assistance necessary to 
provide sufficient fuel in the firerooms, the amount of 
such assistance being mentioned in the report of the trials. 

(h) Salt water shall not be fed into the boilers during 
any of these trials if it can be avoided. To this end, an 
ample reserve supply of fresh water shall be provided in 
advance of the trial, and the evaporators will be run to 
make up extra feed if necessary. 

(i) Should it be found desirable to continue a four-hour 
full-power trial beyond the four hours from the beginning, 



15 

the observations shall be continued until the trial is fin- 
ished. Then the four consecutive hours shall be taken 
which are to be considered as the trial period, and the dif- 
ference of the counter readings at the beginning and end 
of this period divided by 240 will give the mean revolu- 
tions per minute for the whole period for each screw. The 
mean of the revolutions for all the screws will be the mean 
for the trial. The foregoing assumes that during the trial 
there has been no material variation from the average 
speed. However, should there be a material variation for 
a short period, due to heated bearings or other causes, and 
it is nevertheless decided to have the four-hour period in 
which it occurs counted as the trial, the following modi- 
fications shall be followed. The counter readings at the 
beginning of the trial shall be subtracted from those at the 
beginning of the reduced speed ; the difference of the read- 
ings divided by the time which elapsed in minutes, and the 
average revolutions thus determined for this period as 
already explained for the four-hour period; from this the 
average speed up to that time shall be determined and 
thereby the number of miles run during that period. In 
the same way find the average speed and number of miles 
run for the time of the reduced revolutions, and also for 
the period from the end of the reduced revolutions to the 
end of the trial. The three distances run shall then be 
added together and their sum divided by four, which will 
give the average speed per hour during the four-hour trial. 

9. Report of results of trial — 

The results of all machinery trials shall be fully reported 
to the department, with all the attending circumstances, 
especially the mean draft and corresponding displacement 
of the ship at the beginning of the trial, the condition of 
the ship's bottom, the time since last docked, the average 
horsepower developed by the main and auxiliary engines, 
the consumption of fuel per hour, the distance run per ton 



16 

of fuel, the pounds of fuel consumed per mile, the average 
speed of the ship with all corrections applied, and the aver- 
age number of revolutions of the propelling engines. The 
auxiliaries in use during the trial shall be stated. The 
methods by which the speed was determined shall be de- 
scribed. The report shall state whether the machinery is 
in a satisfactory condition; if its condition is not found 
satisfactory, all defects and deficiencies shall be fully de- 
scribed and recommendations made for correcting them. 
Reports of trials held under the Rules for Engineering 
Competitions shall be made as prescribed in the rules. 

10. Data for determining power — 

When practicable during machinery trials the main en- 
gines shall be indicated a sufficient number of times, de- 
pending upon the length of the trial, to obtain a reasonably 
correct determination of the average power developed for 
the period of the trial, which observations shall be taken 
at intervals not greater than one hour, and which shall be 
at least three in number, regardless of the length of the 
trial. Where torsion meters are fitted, a corresponding 
number of torsion-meter observations shall be taken on 
ships fitted with turbine propelling engines. The auxil- 
iary engines in operation shall be indicated likewise, unless 
their power has previously been determined under similar 
conditions. The power of auxiliary engines not fitted for 
indicators shall be estimated. Observations of the data 
required for the steam log shall be taken at half-hour | 
intervals. 

Section 2.— PRELIMINARY ACCEPTANCE TRIAL 

11. When held— 

Prior to the preliminary acceptance and delivery of a 
new vessel built under contract, or of new machinery, if 
contracted for separately, the vessel and machinery shall 
be subjected to official trials to test her, her speed, and her 



17 

machinery. In such cases the conditions and require- 
ments of the trials are fully specified in the contract under 
which the vessel or machinery is built. These trials shall 
be held when the vessel and machinery are substantially 
complete, except such minor items of work as may, in the 
discretion of the Secretary of the Navy, be left until after 
the trials, and when the contractors shall have made suffi- 
cient trials at dock and in free route to be reasonably sure 
of satisfactorily meeting the requirements of the contract, 
and when the contractors shall have notified the Secretary 
of the Navy that they are ready to submit the vessel or 
machinery for such trials. In the case of vessels built at 
a navy yard the preliminary and final trials shall be com- 
bined into one trial. 

12. Functions of board — 

The board of inspection and survey shall be ordered to 
attend these trials for the purpose of making an exami- 
nation of the vessel and her equipment and of witness- 
ing and reporting upon the performance of the vessel and 
her machinery. The board shall be furnished with copies 
of the contract and specifications for the construction 
of the vessel and machinery and shall be guided in the 
performance of its duties by the contract, plans, and speci- 
fications, and duly authorized changes therein, and by such 
specific instructions as the Secretary of the Navy may in- 
clude in the precept. As the responsibility for the success 
of the trials rests with the contractors, the board shall have 
no control over the vessel or machinery, but merely over 
the instruments for recording data; and the contractors 
shall not be interfered with in the management of the ves- 
sel or machinery. 

13. Duties of board — 

At all times while the vessel is under way the board shall 
carefully observe the performance of the vessel and of the 

91010°— 17 2 



18 

machinery, and, upon the conclusion of the trials, shall 
make a full and detailed report to the department. This 
report, in addition to noting any and all circumstances hav- 
ing any material effect upon the working of all the machin- 
ery, shall include a statement of the horsepower developed. 
It shall be accompanied by standardization data; curves of 
speed, power, and revolutions, and of water and fuel con- 
sumptions; a synopsis of the trial; and comparisons of 
steam gauges, if furnished. The report shall also include 
a statement of the weight of the machinery, including the 
water in the boilers and surface condensers, etc., as covered 
by the contract; of the opinion of the board as to the work- 
ing of all parts of the machinery, and as to whether the 
performance is in all respects satisfactory; as to whether 
the machinery, including the engines, boilers, and appur- 
tenances is strong and well built and in strict conformity 
with the contract, drawings, and specifications, and the 
authorized changes therein; as to whether the machinery, 
including the engines, boilers, appurtenances, and spare 
parts, is complete in conformity with the contract, draw- 
ings, and specifications, and the authorized changes therein, 
and if not so complete, a detailed list of all the items which 
are incomplete. The opinions called for herein shall be 
formed by careful observation and inspection during the 
trial and by inspection of information furnished by the 
inspector of machinery at the works of the contractors. 
The object of this report is to give the department the 
fullest possible knowledge of the condition and working of 
the machinery, and nothing shall be omitted that will con- 
duce to that end. 

14. Duties of inspector of machinery — 

(1) The inspector of machinery at the works of the 
contractors, or one of his assistants, shall be ordered to 
report to the board of inspection and survey when it 



19 

assembles for the trial of a vessel. He shall furnish the 
board with such information as it may require, afford 
it every facility for the examination of the plans and 
papers relating to the vessel, and render the board all 
the assistance it may require in the performance of its 
duties. 

(2) He shall be required to report to the board the follow- 
ing information: 

(a) The exact weight of the machinery, including the 
water in the boilers, surface condensers, and other parts 
of the machinery, in accordance with the contract. 

(b) Whether the machinery, including the engines, boil- 
ers, and appurtenances, is strong and well built and in 
strict conformity with the contract, drawings, specifica- 
tions, and duly authorized changes therein. 

(c) Whether the machinery, including the engines, boil- 
ers, appurtenances, and spare parts, is complete in accord- 
ance with the contract, drawings, specifications, and au- 
thorized changes therein, and if not so complete, he shall 
include a detailed list of all the items which are incomplete. 

(d) A tabulated statement showing the results of com- 
parisons between all steam gauges and a standard gauge 
and the corrections to be applied in all cases. 

(e) A statement that the boiler safety valves have been 
set by actual steam pressure to the pressure designated by 
the Bureau of Steam Engineering. This statement shall 
be certified by the person witnessing the test. 

(f) Curves of revolutions and horsepower, and water con- 
sumption, if practicable, for all the auxiliaries that will 
be used during the trials, as determined by tests of the 
same made during preceding trials of such machinery. 

(g) A copy of the synopsis of the machinery and hull 
data filled out, as regards constants and fixed data, as 
completely as can be ascertained previous to the trial. 



20 

(3) Previous to the trial the inspector of machinery at 
the works of the contractor shall see that the necessary 
arrangements for measuring fuel and water in accordance 
with the requirements of the contract are perfected and 
their efficiency thoroughly tested, and that all special in- 
struments supplied by the department for the purpose of 
making signals and for measuring and recording data are 
fitted as required and tested to insure successful operation 
during the trials. 

15. Post-trial examinations — 

After the trials have been completed the inspector of 
machinery may be directed to make a post-trial examina- 
tion, as the board of inspection and survey may indicate, 
of such parts of the machinery as would show injury, if 
any occurred, or defective conditions, if any are likely to 
be present, and to report the results, with his recommenda- 
tions, to the board and department. When such post- 
trial examination is made by members of the board the 
inspector of machinery shall be present and shall afford 
all assistance and information desired. 

16. (a) The report of the board that conducts the pre- 
liminary acceptance trial shall contain work lists under 
the " Bureau of Construction and Repair/' " Bureau of 
Steam Engineering/' and "Bureau of Ordnance. " Under 
each bureau the lists shall be itemized under five heads, 
viz: 

(1) List A. — Items of work recommended for which the 
contractor is considered responsible. 

(2) List B. — Items of work recommended for which the 
contractor is not considered responsible. 

(3) List G. — Alterations recommended, contractors not 
responsible. 

(4) List D. — Alterations requested and not recom- 
mended. 

(5) List E. — Items already authorized. 



21 

(&) The board of inspection and survey shall prepare its 
report on sheets 8 by 10^ inches in size and shall distribute 
copies as follows : 

Navy Department (solicitor) Original. 

Bureau of Construction and Repair (one to be carbon 

backed) Four copies. 

Bureau of Steam Engineering Two copies. 

Home navy yard of vessel One copy. 

Commanding officer of vessel One copy. 

Chief of Naval Operations One copy. 

Bureau of Ordnance (of that portion of the report which 

refers to ordnance matters) One copy. 

Immediately upon receipt of the above reports by the 
Bureau of Construction and Repair, that bureau will 
forward one copy each to the superintending constructor 
and the contractor, and upon completion of the necessary 
blue-print copies will forward one to the Bureau of Ord- 
nance, one to the inspector of ordnance, and two to the 
home yard where the vessel is delivered, for the use of the 
hull and machinery divisions. Copy for the inspector of 
machinery will be furnished by the Bureau of Steam 
Engineering. One copy furnished the Bureau of Con- 
struction and Repair and one copy furnished for the use 
of the Chief of Naval Operations shall be returned to the 
board's files after having served their purpose. 

(c) Upon the receipt of copies of the report of the pre- 
liminary trial by the superintending constructor, inspector 
of machinery, and the inspector of ordnance, each of these 
representatives will request the contractor to complete all 
uncompleted work, and to correct such defects as appear, 
in the board's report, under the cognizance of the bureau 
which he represents, and for which the board considered 
the contractor responsible. This work should be expedited 
in order that the vessel may be delivered as promptly as 
possible after the preliminary acceptance trial is com- 
pleted. The superintending constructor, inspector of 



22 

machinery, and the inspector of ordnance shall forward to 
their respective bureaus, with pertinent comment and 
recommendation, such statements as the constractor 
desires to make in regard to the uncompleted work and 
defects. 

(d) Upon the delivery of the vessel to the Government 
the superintending constructor and the inspector of 
machinery shall forward to their respective bureaus detailed 
statements of any uncompleted work, under their cogni- 
zance, on the vessel, together with estimates of the amounts 
of money which should be reserved on each such item. 

(e) Upon receipt, by the commandant of the navy yard 
at which the vessel is delivered, of the report of the pre- 
liminary trial, and after the delivery of the vessel, an 
examination shall be made and estimates, with pertinent 
comment and recommendation, shall be submitted to each 
bureau concerned, on the items of work which remain 
uncompleted. 

(f) The uncompleted work at time of delivery shall be 
completed if practicable prior to final trial. 

(g) The president of the board of inspection and survey, 
being ex officio president of any trial board (Art. R. 157(7)), 
the original and all copies of the report shall be forwarded 
to his office for distribution, except when such procedure 
would result in material delay, in which case the senior 
member present shall furnish the navy yard and the com- 
manding officer of the ship with the required number of 
copies of the report, and shall notify the president of the 
board of inspection and survey to this effect when forward- 
ing the original of the report. 

Section 3.— COMMISSIONING TRIAL. 

17. Object of trial — 

The object of a commissioning trial is to determine the 
exact condition of the machinery of a vessel upon going 



23 

into commission; whether the machinery has received 
proper care and attention and been maintained in all re- 
spects efficient and ready for service during the time the 
vessel has been out of commission, in commission in ordi- 
nary, in commission in reserve, or under repair; what 
power can be developed and maintained by the engines 
and boilers after extensive repairs or alterations have been 
made; to test the efficiency and sufficiency of such repairs 
or alterations; to determine what speed the ship should 
be expected to attain at full power under service condi- 
tions during her commission; to familiarize the engineer's 
force with the conditions attending the working of the 
boilers and machinery under full power; and to afford ex- 
perience in working the boilers under forced draft. 

18. Dock trials — 

Whenever a ship is fitting out at a navy yard and her 
machinery is reported by the engineer officer of the yard 
to be complete and in proper order, the commandant shall, 
as soon as practicable after the engineer officer of the ship 
reports for duty, direct the engineer officer of the yard, 
in conjunction with the engineer officer of the ship, to make 
such trial of the machinery, with the ship secured to the 
dock, as will enable them to ascertain its exact condition. 
If, as a result of such trial, any defect, deficiency, or mal- 
adjustment is discovered by them, the commandant, on 
their report, shall have it corrected, supplied, or remedied 
and another trial made, and this procedure shall be re- 
peated until the condition of the machinery is reported 
satisfactory. 

19. Eeport of dock trial — 

In connection with such dock trial the examinations re- 
quired by articles 3, 4, and 5 shall be carefully and thor- 
oughly made by the engineer officer of the yard and the 
engineer officer of the ship, or by their representatives, the 
results of which shall be included in their report. The 



24 

report shall also state the condition of the steam and water 
piping; separators; electric generators and their appur- 
tenances; evaporators and distilling plant; refrigerating 
plant; all apparatus for extinguishing fire and for pump- 
ing out the bilges; all other appliances for the safety, oper- 
ation, and management of the ship for which the engineer 
officer of the ship is responsible; the setting of the safety 
valves on the boilers and of the relief valves on the engines 
(with a copy of any existing authority for any change that 
has been made from that stated in the machinery specifi- 
cations), and a statement of the maximum pressure at 
which they can be worked; and whether the proper amount 
of spare parts, tools, instruments, and stores are on board. 

20. Certificates of officers conducting trials — 

Upon the satisfactory completion of such examinations 
and dock trials the engineer officers of the yard and ship 
shall make a joint report to the commandant, to be for- 
warded to the Navy Department, that they have examined 
the machinery and tested it by working, and that it is in 
all respects complete according to its design and in proper 
order for sea service. Copies of this report shall be retained 
by the engineer officers for the files of their offices. 

21. Training of personnel — 

Immediately after being commissioned every vessel shall 
begin diligently to train the engineer force in preparation 
for the full-power commissioning trials. During this pre- 
liminary training period, in order to familiarize the engineer 
force with the operation of the boilers and machinery under 
forced-draft conditions, advantage shall be taken of every 
favorable opportunity to make runs of from four to six 
hours under forced draft, using such number of boilers as 
are under steam at the time these runs are ordered or as 
may be desirable to best promote the purpose of pro- 
gressive training. It is important that a vessel should 
carry out training of this nature early in her commission 



25 

in order that she may, as soon as possible, determine the 
result of such repairs or alterations as may have been 
made to the machinery prior to commissioning, and also 
develop an efficient engineer force, which will define her 
tactical value as a fighting unit of the fleet. 

22. Full-power trial — 

Except in the cases of new ships (or machinery) when 
in their first commission (in which cases the final acceptance 
trial will be substituted) each newly commissioned ship 
shall, as soon as the engineer force has had sufficient 
experience to operate the machinery with all the boilers 
under forced draft, carry out a full-power trial of not less 
than twelve hours duration. This shall include a period of 
not less than four hours at the maximum power under 
forced draft and a period of not less than eight hours at 
the maximum power attainable with natural draft. This 
trial shall be witnessed and reported on by the board of 
inspection and survey. Prior to this trial, a standardiza- 
tion trial shall be held, if practicable, in order to determine 
proper curves of speed, revolutions, and horsepower. 
(Art. 39.) The horsepower developed on the four hours 
forced-draft trial shall be sufficient to fully test the capa- 
bilities of the machinery and to establish a standard for 
full power under service conditions. 

23. Examination of machinery after trials — 

As soon as practicable, after the completion of the full- 
power commissioning trials a careful and thorough exami- 
nation shall be made of such parts of the machinery as 
shall be designated by the board of inspection and survey 
for the purpose of ascertaining if any defects exist and if 
the machinery is in all respects in proper condition. This 
examination shall be conducted by the engineer officer of 
the ship, who shall report the result to the commanding 
officer, fully describing any defects or improper conditions 
found. The commanding officer shall forward this report, 



26 

with his comments, together with the report required by 
article 9, to the department (Board of Inspection and 
Survey) . 

Section 4.— FINAL ACCEPTANCE TRIAL. 

24. Object of trial— 

In case of preliminary or conditional acceptance of a 
new vessel or of machinery built under contract or at a 
navy yard, such vessel and machinery shall be finally 
tried after the vessel has been fully equipped and armed 
(or weighted accordingly), and in all respects has been 
made complete and ready for service. The contracts in 
such cases provide that such final trials, under conditions 
prescribed or approved by the Secretary of the Navy, 
shall take place within a specified period, usually six 
months and ten days, after preliminary or conditional 
acceptance. The object of such trials is to determine if 
there shall have appeared any weakness, defect, failure, 
breaking down, or deterioration, other than that due to 
fair wear and tear, through fault of the contractors, and 
which have not been corrected and made good by them, to 
the end that the cost of remedying such defects and defi- 
ciencies as shall not have been so corrected may be de- 
ducted in final settlement from the reservation previously 
made in preliminary settlement to cover uncompleted and 
unsatisfactory work. 

25. Functions of board — 

The board of inspection and survey shall be ordered to 
attend these trials for the purpose of witnessing and re- 
porting upon the condition and performance of the vessel 
and machinery. The board shall be furnished with copies 
of the contract and specifications for the construction of 
the vessel and machinery, together with the report of the 
board appointed to witness and report upon her prelim- 
inary acceptance trial, and shall be guided in the perform- 



27 

ance of its duties by the contract, plans, and specifications, 
and duly authorized changes therein, and by such specific 
instructions as the Secretary of the Navy may include in 
the precept. The contractors may, if they so desire, have 
a representative present during the trials, who shall have 
opportunity to observe and inspect the working of the 
vessel and machinery in all their parts, but without any 
directing or controlling power over the same. 

28. Duties of ship's personnel — 

These trials shall be conducted by the ship's force in 
accordance with the requirements of the contract and the 
manner and conditions directed by the Secretary of the 
Navy. The commanding officer shall afford the board 
every facility for the examination of the vessel and ma- 
chinery and the plans and papers relating thereto; shall 
furnish it with all the information it may require, including 
fists of all defects and deficiencies that have developed, 
and of uncompleted and unsatisfactory work for which the 
contractors are responsible; and shall otherwise render it 
all the assistance it may require in the performance of its 
duties. 

27. Duties of board — 

The board shall carefully observe the performance of the 
vessel and the machinery, and upon the conclusion of the 
trials make a full and detailed report to the department, 
which shall include its conclusions on the following impor- 
tant points: 

(a) Whether, upon such trials, any weakness or defect 
in the vessel exist. 

(6) Whether the machinery or any part or parts are 
found to be defective in any respect; or whether there is 
any failure, breaking down, or deterioration, other than 
that due to fair wear and tear, of any part or parts of the 
machinery, engines, boilers, or appurtenances. 



2S 

(c) What items of work required by the contract and 
specifications and duly authorized changes therein, that 
were unfinished at the time of the preliminary acceptance 
trial, or subsequently authorized, are, in the opinion of the 
board, not yet satisfactorily completed. 

28. Examination after trial — 

(1) As soon as practicable after these trials have been 
completed, a careful and thorough examination shall be 
made of such parts of the machinery as the board may 
designate as would show injury, if any occurred, or defec- 
tive conditions, if any are likely to be present. This ex- 
amination may be conducted by the engineer officer of the 
ship, in which case he shall report the result to the com- 
manding officer, fully describing any defects or improper 
conditions found. The commanding officer shall forward 
this report, with his comments and recommendations, to 
the department (Board of Inspection and Survey). When 
such post-trial examination is made by members of the 
board of inspection and survey, the commanding officer of 
the ship shall afford all assistance and information required. 

(2) Such work as may be found necessary to correct 
defects or deficiencies for which the contractors are held 
responsible shall be done at a navy yard immediately upon 
the conclusion of these trials. 

29. (a) The report of the board that conducts the final 
trial shall contain work lists under the " Bureau of Con- 
struction and Repair," " Bureau of Steam Engineering/' 
and " Bureau of Ordnance." Under each bureau the lists 
shall be itemized under five heads, viz: 

(1) List A. — Items of work recommended for which the 
contractor is considered responsible. 

(2) List B. — Items of work recommended for which the 
contractor is not considered responsible. 

(3) List G. — Alterations recommended, contractors not 
responsible. 



29 

(4) List D. — Alterations requested and not recom- 
mended. 

(5) List E. — Items already authorized. 

(b) The board of inspection and survey shall prepare its 
report on sheets 8 by 10 \ inches in size and shall distribute 
copies as follows: 

Navy Department (Solicitor) Original. 

Bureau of Construction and Repair (one to be carbon 

backed) Four copies. 

Bureau of Steam Engineering Two copies. 

Home navy yard of vessel One copy. 

Commanding officer One copy. 

Chief of naval operations One copy. 

Bureau of Ordnance (of that portion of the report which 

refers to ordnance matters) One copy. 

Immediately upon receipt of the above reports by the 
Bureau of Construction and Repair, that bureau will for- 
ward one copy each to the superintending constructor and 
the contractor, and upon completion of the necessary blue- 
print copies will forward one to the Bureau of Ordnance, 
one to the inspector of ordnance, and two to the home yard 
where the vessel is delivered, for the use of the hull and 
machinery divisions. Copy for the inspector of machinery 
will be furnished by the Bureau of Steam Engineering. 
One copy furnished the Bureau of Construction and Repair 
and one copy furnished for the use of the chief of naval 
operations shall be returned to the board's files after hav- 
ing served their purpose. 

(c) The Bureau of Construction and Repair, the Bureau 
of Steam Engineering, and the Bureau of Ordnance shall, 
prior to the date of final trial, furnish the board of inspec- 
tion and survey, for its information, with a statement 
showing: 

(1) Whether or not the records of the bureau indicate 
that the vessel has been completed in accordance with 



30 

the terms of the contract, contract plans and specifica- 
tions, and approved changes. 

(2) The work authorized subsequent to the preliminary 
acceptance of the vessel, and whether or not the work is 
chargeable to the contractor. 

(3) A list of the changes and alterations upon which 
action has been withheld pending investigation by the 
board that conducts the final trial. 

(d) Upon receipt of copies of the report of the final trial 
by the superintending constructor, inspector of machinery, 
and the inspector of ordnance, each of these representa- 
tives shall request the comment of the contractor on the 
items of work under the cognizance of the bureau which 
he represents, for which the board considered the con- 
tractor responsible. The representatives will forward to 
their respective bureaus, with pertinent comment and 
recommendations, such statements as the contractor desires 
to make in regard to the items for which the board in its 
report considers the contractor responsible. 

(e) Upon receipt by the commandant of the report of 
final trial he shall promptly submit separate report of 
estimates and recommendations to each bureau concerned, 
covering all items under the cognizance of the bureau con- 
tained in the report, including those for which the board 
considered the contractor responsible. Items for which 
the contractor is considered responsible will be given first 
consideration, and the reports covering same shall not be 
unduly delayed by the reports covering other items. 

(/) In proceeding with authorized work, preference 
should be given to that for which the contractor is respon- 
sible. This work should be proceeded with immediately 
and carried to a prompt completion, in order that the actual 
cost of the work may be obtained and settlement made 
without unnecessary delay. 



31 

Section 5.— POST REPAIR TRIAL. 

30. Object of trial — 

This trial is to be made whenever the machinery of a 
vessel, while she has been continued in commission, has 
undergone extensive overhauling, repair, alteration, or 
materially affecting the power or capabilities of the vessel 
or the machinery; or whenever such machinery has under- 
gone partial overhauling or repair, if, in the opinion of the 
commandant, such work has been of sufficient extent or 
of such character as to make such trial desirable or neces- 
sary for testing the efficiency of the work or the resulting 
effect upon the power or capabilities of the parts repaired 
or upon the vessel or machinery as a whole. Prior to 
completion of the repair period of any vessel, the com- 
manding officer shall forward to the commandant recom- 
mendation as to the necessity or desirability of the post 
repair trial and the extent of such trial. The commandant 
shall advise the commanding officer as to his action and 
forward the commanding officer's letter for the informa- 
tion of the department, indicating the action by appro- 
priate indorsement. In case the commandant disapproves 
the recommendation of the commanding officer, the matter 
shall be referred requesting the department's decision. 
The object of this trial is to ascertain if the work has been 
completely and efficiently performed; if the results sought 
thereby have been fully accomplished; if the machinery 
in all its parts is in all respects ready for service; and if 
the power has suffered any greater reduction than may 
be due to the legitimate wear the machinery has under- 
gone since its construction and which could not be restored 
by the extent of the repairs undertaken. When such 
overhauling or repair is made while a vessel is out of com- 
mission, in commission in ordinary, or in commission in 



32 

reserve, the purposes of this trial will be accomplished by 
the commissioning trials described in article 22. 

31. How carried out — 

Post repair trials shall be held as soon as practicable 
after the work has been completed, the preliminary dock 
trials made, and the persons responsible for the efficiency 
of the work are satisfied that the machinery is in all re- 
spects ready for a full-power trial. The trials shall be car- 
ried out in free route, at sea, and shall be conducted by 
the ship's force. The conditions of the trials will be largely 
determined by the character of the work that has been per- 
formed in each case, and shall be conducted in such manner 
as the commanding officer shall deem necessary and suf- 
ficient to fully accomplish the object thereof. When the 
overhauling, repair, or other work which the machinery has 
undergone has been of sufficient extent or of such character 
as to make it desirable or necessary to fully test the effi- 
ciency of the work or the power or capabilities of the engines 
or boilers, or their appurtenances, a full-power trial of four 
hours' duration shall be carried out if practicable. When 
the machinery has undergone only a partial repair of lim- 
ited extent, not affecting materially the power or capa- 
bilities of the main engines, but it is desired to test the 
efficiency of the work under full-power conditions, the dura- 
tion of such full-power trial may be reduced to such length 
of time as the commanding officer, in his discretion, may 
deem sufficient to fully accomplish the purpose. If the 
repairs have been slight and the commanding officer is 
satisfied that they have been efficiently performed and can 
be sufficiently tested without a full-power trial, such trial 
may be dispensed with. 

32. Examination after trial — 

As soon as practicable after the completion of this trial 
such parts of the machinery as the commanding officer of 
the ship may deem necessary shall be disconnected and 



33 

carefully examined to determine the extent of any injury, 
defect, or maladjustment that shall have appeared during 
the trial. Any unsatisfactory conditions found shall be 
corrected before the work is reported completed. 

33. Witnesses of trial — 

Whenever repairs to the machinery of a ship in commis- 
sion have been made at a navy yard, such trials as may be 
held upon their completion shall, if practicable, be wit- 
nessed by the engineer officer of the yard, or one of his 
principal assistants, together with such number of yard 
workmen as he may desire, to observe whether the opera- 
tion of the machinery is satisfactory and the work has been 
efficiently performed. If such repairs are made by con- 
tract at a private shipyard, the contractors shall be per- 
mitted to have representatives on board to witness the 
trials for the same purpose. 

34. Report of trial — 

Upon the conclusion of the trial, complete and detailed 
report of the attending results and circumstances of the 
trial shall be made to the Department by the commanding 
officer, forwarding via the commandant. 

Section 6.— LAYING UP TRIAL. 

35. Object of trial— 

Immediately before a ship proceeds to a navy yard to be 
placed out of commission, in commission in ordinary, or in 
commission in reserve for extensive overhauling, repair, or 
alteration, the vessel and her machinery shall be subjected 
to a full-power trial of at least one hour duration, if prac- 
ticable. This trial is to demonstrate the actual condition 
of the vessel, especially the operating condition of the ma- 
chinery, to determine the exact character of its defects, 
and to afford a means of judging the full extent of repairs 

91610°— 17 3 



34 

or alterations necessary to improve its efficiency or restore 
it to a condition fit for further service. 

36. Witnesses of trial — ■ 

This trial shall be attended, when practicable, by the 
engineer officer of the yard at which the ship is about to 
be laid up, or by one or more of his assistants, to observe 
the operation of the machinery, the character of its defects 
and extent of repairs necessary, and to secure such detail 
information as will facilitate the preparation of estimates 
of cost of the work required. 

37. When conducted by board — 

If practicable, this trial shall be made in connection with 
an inspection of the ship by the Board of Inspection and 
Survey. 

Section 7.— SPECIAL TRIALS. 

38. When held— 

Standardization, full-power, endurance, engineering com- 
petition, or other trials for special purposes, either in addi- 
tion to or in substitution for any of the foregoing, may be 
held under such special conditions as may be prescribed 
from time to time by the department. 

39. Detailed instructions for standardization trials — 
Every naval vessel, after acceptance by the Govern- 
ment, whenever called upon to carry out standardization 
trials, shall, unless otherwise required by instructions 
issued by the department for special purposes, conduct such 
trials in accordance with the following rules : 

(a) The vessel shall be weighted so as to bring her to the 
same draft and trim that she had on her preliminary official 
trial, and shall be tried over a measured course, preferably 
a nautical mile. 

(6) The trials shall consist of a series of runs at pro- 
gressive speeds for obtaining the necessary data for laying 
down the curves of speed on revolutions and horsepower 
on revolutions. Points shall be plotted on each curve cor- 



35 

responding to the maximum speed and to not less than 
four other speeds, at nearly equal decrements in the esti- 
mated power down to one-half the maximum speed of the 
vessel. 

(c) Five consecutive runs, alternating in direction over 
the course, shall be made at the highest speed attainable 
under full power and at as nearly the same number of revo- 
lutions as possible to determine the highest point. At 
least three consecutive runs, alternating in direction and 
at as nearly the same number of revolutions as possible, 
shall be made for each one of the other points at the re- 
duced speeds. Each series of runs at the same speed shall 
be uninterrupted, and shall be performed in sequence and 
while the tide, if any, is running in one direction. If it 
should be found necessary to throw out any run, a sufficient, 
number of additional runs shall be made at that speed to 
produce at least three consecutive runs, alternating in direc- 
tion over the course. 

(d) The rims over the measured course shall be made 
back and forth over the same water, the vessel turning at 
the end of each rim so as to return over the same track on 
the succeeding run. In the intervals between the runs the 
vessel shall be taken well away from the measured course, 
so as to insure the attainment of the required speed on the 
next rim, and must straighten out on the compass course 
to be steered while at least one mile from the first range. 

(e) At full power, the engines and boilers shall be worked 
to the utmost extent of their capabilities, not only when 
running the measured course but throughout the intervals 
between the runs ; and the speed of the engines shall be so 
regulated that the steam pressure in the boilers will be 
maintained at a maximum until the whole number of 
consecutive runs at the highest speed is completed. The 
steam shall not under any circumstances be even partially 
shut off from the engines while off the course for the pur- 



36 

pose of obtaining a higher result while on it. In turning 
back at the end of the run, the helm shall not be put hard 
over if it can be avoided. 

(/) At reduced power, the steam pressure in the boilers 
in use shall be maintained steady and the revolutions shall 
be kept as nearly constant as possible throughout the 
series of runs at the same speed, while off the course as 
well as while on it. The number of boilers to be used shall 
be such as to insure a steady steam pressure while working 
at the revolutions required. 

(g) During each run over the measured course, indicator 
cards from each reciprocating engine, or torsion-meter 
readings from each turbine-driven shaft, shall be taken, 
and the following additional data for each run shall be 
collected and submitted with the report of the trial: 

(1) Elapsed time while on course. 

(2) Total revolutions of each engine while on course. 

(3) Steam pressure per gauge at main engines. 

(4) Mean effective pressures referred to the L. P. pistons 
for reciprocating engines. 

(5) I. H. P. or S. H. P. of main propelling engines. 

(6) Condition of bottom and time since vessel was last 
docked. 

(7) Trim, mean draft, and displacement. 

(8) State of sea, and direction and force of wind. 
40. Determination of steaming characteristics — 

The commanding officer of each newly commissioned 
vessel shall, from the beginning of the cruise, take advan- 
tage of every favorable opportunity to conduct trials and 
to obtain the steaming data necessary to determine the 
most economical rate of speed and the steaming radius of 
the vessel under varying conditions of service. Such 
trials shall be conducted and these qualities determined as 
early as practicable in the commission, and with this in 
view, if the vessel on being first commissioned is attached 



37 

to a fleet, squadron, or division, the commander in chief, 
or division or squadron commander, as the case may be, 
shall temporarily detach her on suitable occasions to make 
the necessary trials. Having once fixed upon these quali- 
ties under conditions of smooth water and comparatively 
clean bottom, further trials to verify the results previously 
obtained and to ascertain what modifications are neces- 
sary under altered conditions of wind, sea, draft, and foul- 
ness of bottom shall be made from time to time throughout 
the cruise as opportunities occur. Reports of the data 
obtained from time to time shall be made out in accord- 
ance with the prescribed forms and forwarded to the 
department (Operations). 

41. Standardization courses — 

In the absence of instructions from the department to 
the contrary vessels in commission in the Atlantic shall 
carry out standardization trials on the Rockland and 
Guantanamo courses only. 

Section 8.— CARE AND PRESERVATION OF BOILERS 
AND MACHINERY. 

42. Character of instructions — 

The following instructions for the care and preserva- 
tion of boilers and machinery relate primarily to the 
installations in vessels in commission. They shall be con- 
sidered, however, as applying also to the boilers and 
machinery of steam launches and motor boats, of vessels 
out of commission, in ordinary, in reserve, or performing 
special service, and to shore stations, as far as may be 
consistent with the character and conditions of the service 
performed. 

43. Protection and examination — 

(1) Every part of the boilers and machinery shall be 
maintained in efficient working order, properly protected 
from undue deterioration, and, as far as possible, ready 



38 

for immediate use. All internal and external surfaces, 
working parts, attachments, and appurtenances of the 
boilers, main engines, condensers, auxiliaries, and other 
apparatus and appliances under the cognizance of the 
Bureau of Steam Engineering, shall be examined, cleaned, 
overhauled, adjusted, or tested at regular intervals to 
insure their good and efficient condition and proper pres- 
ervation. These operations shall be carried out as oppor- 
tunities are afforded and as nearly as practicable in ac- 
cordance with a definite routine so arranged as to fulfill 
all the requirements of these instructions. 

(2) No destroyer's machinery shall be operated at any 
time with higher pressures than the specified settings of 
the relief valve on the various parts of the machinery will 
allow. 

44. Inspection of cylinders — 

(1) As soon as practicable after each run, if the main 
engines are not likely to be used for a period of three 
weeks, the cylinders of main engines of the reciprocating 
type shall be opened and dried out and the walls covered 
with a thin coating of vaseline or cylinder oil. If, how- 
ever, it should be found necessary for any other purpose 
to open any such cylinders after a run, and unless it is 
expected that the engines will be used again within three 
days, then such cylinders as it may be necessary to open 
shall be dried out and coated with vaseline or cylinder oil. 
In any case all air inlets, such as drains, indicator connec- 
tions, etc., whereby air might be admitted into the cylin- 
ders, shall be kept tightly closed while the engines are 
lying idle, 

(2) The interiors of the cylinders and the piston nuts, 
rings, springs, followers and follower bolts of main engines 
of the reciprocating type shall be examined after each 
run when they have been worked at or above two-thirds 
of their designed full power, and also at intervals of not 



39 

more than thirty steaming days when worked at lower 
powers. 

Engines to be jacked daily — 

(3) When not under steam main engines of the recipro- 
cating type shall be turned at least one complete revolu- 
tion every day when possible , and the main valves and 
links moved through their full travel. 

45. Lifting turbine casings — 

(1) The casings of turbine engines shall be lifted and 
their interiors examined at intervals which shall not 
exceed two years. To this end, as far as practicable, the 
casings of one-half of the turbines installed shall be lifted 
each year. Whenever this is done advantage shall be 
taken of such opportunity as may be presented at that 
time to observe the condition of all nozzles, blading, 
packing rings, and other internal working parts. When 
practicable, such examination shall be made when the 
vessel is where adequate facilities are available for such 
necessary repairs as may be found beyond the capacity of 
the ship's force. The commanding officer shall make a 
special report to the department (Operations) on the con- 
dition of the turbines as disclosed by each such examina- 
tion, which report shall also refer to the date of the last 
preceding examination and report. 

Interiors of idle turbines to be kept dry — 

(2) To reduce to a minimum the corrosion of the interior 
surfaces of turbine casings and rotors it is of the utmost 
importance that their interior spaces be kept thoroughly 
dry while the turbines are not in operation. To this end, 
after securing the main turbines the main air pumps shall 
be continued in use, maintaining a moderate vacuum 
until the turbine casings have cooled down to approxi- 
mately the temperature of the engine room. When it is 
expected that main turbines will not be required for use 
again under steam within forty-eight hours, the main air 



40 

pumps shall be employed daily for a few minutes to pro- 
duce a moderate vacuum in their interior spaces for drying 
them out. 

46. Auxiliary machinery — 

All auxiliary steam machinery not in frequent use shall 
be moved by hand every day, when possible, and by steam 
at least once each week. 

47. Machinery secnrings — 

All holding-down bolts, chocks, and ties fitted to the 
engines, boilers, and other parts of the machinery to pre- 
vent them from shifting shall be examined frequently and 
kept in efficient condition. They shall be carefully tested 
by sounding or other suitable means to insure their reli- 
ability for their particular purposes at least once in three 
months. 

48. Cold weather — 

Care shall be taken during cold weather to prevent 
damage being done by freezing to any parts of the boilers, 
machinery, or fittings containing water. To this end the 
temperature of compartments containing such parts shall 
be kept above 40° F., if possible. 

49. Joints — 

All joints, valves, and cocks of the steam pressure and 
exhaust piping, of the feed suction and delivery systems, 
and of the condensers and feed tanks, by which water 
may be lost or the vacuum impaired by leakage, shall be 
examined frequently and kept tight. 

50. Glands and packing — 

The packing of the glands of all piston rods and valve 
stems must be adjusted with great care to avoid leakage. 
Particular attention shall be given to those connected with 
low-pressure cylinders and other parts working below the 
atmospheric pressure to prevent not only loss of vacuum 
but the admission of air to the feed system. 



41 

51. Condensers — 

(1) Every effort shall be made to keep the condensers 
tight and to prevent the leakage of salt water to the feed 
system. Whenever the tubes of condensers are found to be 
leaking, steps shall be taken without delay to locate and 
stop such leak and prevent the admission of salt water to 
the boilers. Care shall be taken to prevent water accumu- 
lating in the condensers and overflowing into the cylinders 
of the engines. 

Condenser-tube packing — 

(2) Care must be taken that the condenser-tube glands 
fit tight in the threads and are screwed into the tube sheets 
to a sufficient depth to insure against backing out. For 
this reason too much tube packing must be avoided. 

Condenser tubes — 

(3) The tubes of surface condensers shall be examined at 
least once in six months and kept clean. If considerable 
steaming is done, they shall be examined at more frequent 
intervals. When the tubes and other interior surfaces are 
found coated with grease, this may be removed by boiling 
them with a solution of soda. Specimen tubes from differ- 
ent parts of each condenser shall be drawn from time to 
time and examined to ascertain their condition. An early 
indication of deterioration is brittleness, and when this state 
is indicated they must thereafter be watched very carefully 
and a special report shall be made describing their con- 
dition. Timely requisitions shall be prepared to insure 
having a sufficient supply of new tubes at hand when par- 
tial or complete renewal becomes necessary. 

52. Feed pumps— 

(1) The boiler feed pumps shall not be used for other 
purposes than those connected with the service of the 
boilers or feed water, except in cases of emergency; and 
when not under steam their pistons and valve gear shall 
be moved every day. 



42 

Combined feed and fire and bilge systems — 
(2) In some vessels pumps have been fitted for use either 
as auxiliary feed pumps or as fire and bilge pumps. In 
such cases, in order to avoid the possibility either of ad- 
mitting salt water to the boilers or of wasting feed water, 
those pumps regularly used as feed pumps shall have all 
valves of the salt-water connections wired shut, and those 
pumps regularly used a*s fire and bilge pumps shall have 
all valves of the feed-water connections wired shut, the 
wiring being removed only in cases of emergency and urgent 
necessity, or for purposes of examination and test not more 
frequently than once a quarter. 

53. Evaporators — 

The interiors of the evaporators shall be examined, and 
the tubes or coils cleaned and scaled at as frequent intervals 
as practicable. All relief valves, gauges, cocks, and other 
fittings shall be kept in thoroughly efficient condition, and 
the openings in the shells and pipes connecting them with 
the interiors shall not be allowed to become choked. Upon 
the completion of scaling or general overhauling of an 
evaporator, all parts subject to the pressure of the primary 
steam shall, if practicable, be tested by steam to insure 
their tightness. When an evaporator will not be required 
for use for several days, the shell and coils or tubes shall 
be drained and kept dry till needed for service. 

54. Zinc protectors in condensers, etc. — 

Zinc protectors shall be fitted in the water heads of the 
condensers and in the feed tanks, evaporators, water cyl- 
inders of pumps, ice-machine coolers, and all copper suction 
and discharge pipes designed to convey salt water, in a 
manner approved by the Bureau of Steam Engineering and 
shown on the official drawings. They shall be examined 
from time to time, scaled and refitted to keep them effective 
and renewed when they become much deteriorated. 



43 

55. Indicators — 

Care shall be taken to preserve the indicators in a clean 
and efficient state and free from any corrosion or deteriora- 
tion. They shall not be allowed to remain attached to 
cylinders when not required for immediate use, and shall 
be carefully dried and cleaned and lightly coated with 
cylinder oil before being put away. 

56. Machine tools, etc. — 

All machines, tools, instruments, and other appliances 
and fittings supplied for the engineer's workshop or for 
general use shall be kept in good order and thoroughly 
efficient. 

57. Hydraulic machinery — 

(1) The hydraulic pumps, engines, pipes, and the gear 
connected therewith shall be examined frequently, kept 
in good order and clear of water when not being worked. 

(2) The hydraulic engines shall be moved at least twice 
a month by means of the pumps fitted for the purpose, to 
prevent the rams becoming set and to insure their efficiency. 

(3) When water necessarily remains in the pipes, the 
air cocks shall be left open and care shall be taken to pre- 
vent freezing. 

58. Compressed-air systems — 

In compressed-air systems great care must be taken to 
keep the air suction strainers and air passages of the com- 
pressors from becoming choked, the reversing valve 
motion correctly adjusted, the steam and air piston packing 
rings, piston-rod stuffing-box packings, and air inlet and 
discharge valves correctly fitted and tight, and especially 
all joints, fittings, and connections of the external pressure 
system perfectly tight to prevent waste of the compressed 
air by leakage. Owing to the small clearances, great care 
must be taken in adjusting the bearings of the compressors. 
All parts of the system subject to pressure shall be tested 
to the full pressure at least once a year. The air cylin- 



44 

ders and their passages shall be thoroughly cleaned at 
frequent intervals by circulating through them a hot solu- 
tion of lye or soda, followed by a thorough rinsing with hot 
fresh water, and finally a light coating of oil on the cylinder 
wearing surfaces. 
59. Idle boilers — 

(1) Boilers when not under steam or open for examina- 
tion shall be kept quite full of fresh water made slightly 
alkaline. They shall be pumped full within twenty-four 
hours of completion of steaming and shall be so kept until 
within twenty-four hours of again raising steam. Even 
if the boiler is to be examined within a few days of comple- 
tion of steaming, the water shall not be allowed to remain 
at working height, but the boiler shall be pumped full. 

Alternative method — 

(2) When it is not practicable to keep boilers full of 
fresh water and, generally, when it is known that certain 
boilers will be kept idle for a considerable length of time, 
they shall be emptied and their interiors shall be thoroughly 
dried out. Open trays of as large capacity as practicable 
and filled to about half their height with quicklime shall be 
introduced through the manholes into the upper and lower 
parts of each boiler. They shall then be closed air-tight, 
and special precautions shall be taken to prevent any 
moisture entering the interiors while they are being thus 
treated. If necessary, joints of the feed and blow systems 
shall be broken, and adjacent sections of steam piping shall 
be shut off and their drains left open. 

Boilers open for work — 

(3) Whenever the boilers are open for cleaning and over- 
hauling, their interiors shall not be allowed to remain in a 
damp condition longer then required to accomplish the 
necessary cleaning. The cleaning and washing out of the 
interiors shall be completed as soon as possible after opening, 
and then the boilers shall be closed at once and filled. 



45 

If, in order to complete repairs or overhauling of the 
internal fittings, it is necessary to keep the boilers open 
for a considerable time after they have been washed out, 
their interiors shall be thoroughly dried out and kept dry 
until they can be closed and filled. 
Fire sides of boilers — 

(4) To prevent corrosion while exposed to the atmos- 
phere, especially during periods of wet weather, the fire 
sides of the tubes and other heating surfaces, fittings, and 
parts within the furnaces, combustion spaces and uptakes 
of idle boilers must be kept free from moisture. Light 
fires in small stoves or pans placed in the furnaces or ash 
pits may be used to dry out empty or idle boilers. 

Furnace doors, etc. — 

(5) The furnace and ash-pit doors and the dampers in 
the uptakes of all idle boilers shall be kept closed. The 
furnaces of empty boilers shall not be primed. When 
practicable, the funnels and escape pipes shall be kept 
covered when all of the boilers connecting to them are 
idle. 

(6) Whenever water-tube boilers of the express type 
(Normand, Thornycroft, Yarrow, White-Forster, etc.) are 
not to be used for a considerable period of time, they shall 
be laid up as prescribed in paragraph (2) of this article. 
In addition to the precautions stated, the fire sides of such 
boilers shall be thoroughly cleaned and wire brushed and 
the fire side of the tubes where they enter the tube sheets 
of the lower drums shall be sprayed with fuel oil for 
preservation. 

60. Zincs in boilers — 

(1) In boilers in which zincs are fitted clean plates 
of rolled zinc only shall be used, and they shall be of the 
standard dimensions of twelve by six inches by one-half 
inch thick, or of dimensions that may be cut from such 
standard plates with the minimum of loss. Worn or 



46 

defective zinc scrap shall not be recast for such use. When 
practicable, they shall be fitted in suitable baskets to 
catch detached pieces should they become disintegrated. 
Special care shall be taken to insure proper metallic con- 
tact between the zinc plates and the stays, lugs, or plates 
of the boilers to which they are attached. All surfaces and 
points of contact shall be made bright and shall be firmly 
bolted together. 

(2) The zincs shall be carefully examined at each inspec- 
tion of the interiors of the boilers. Should they be found 
considerably oxidized they shall be scaled and refitted, or 
replaced by new plates if much deteriorated. Plates that 
have become bent or distorted shall be removed at once 
as inefficient. 

(3) Zincs in boilers in which boiler compound is em- 
ployed are so quickly disintegrated that, even if corrosion 
were prevented by their use, it is doubtful that the cost and 
labor of installation would be warranted. Zincs and zinc 
baskets will, therefore, be removed from all boilers in 
which compound is used. On auxiliary vessels not manned 
by naval crews, and on yard craft, boiler compound shall 
not be used; zincs will be used in the boilers of these ves- 
sels as directed in paragraphs (1) and (2) of this article. 

61. Precautions when men are to enter boilers — 

(1) The steam stop valves, feed and blow valves, 
and any other valves or cocks by which steam or hot water 
could enter boilers in which men are to work, shall be shut 
and secured so that they can not accidentally open or be 
opened. The engineer officer on duty shall see that these 
precautions are taken before he allows any men to enter 
the boilers. 

Precautions in opening boilers — 

(2) Before removing any fittings or parts subject to 
pressure or taking off the manhole plates of a boiler after 
it has been under steam, steps shall be taken to insure a 



47 

complete absence of pressure by opening the air cock and 
the test and water gauge cocks connecting with the steam 
space. Whenever boilers are opened they shall be ven- 
tilated for a sufficient time to allow all foul air to escape 
and no one shall be allowed to enter them until the purity 
of the air has been ascertained. The possibility of an 
explosive mixture of hydrogen and air being present when 
boilers, evaporators, etc., protected by zinc, are opened 
shall be borne in mind, and steps shall be taken to diffuse 
the air contained in them before applying an open light. 
62. Deposits in boilers — 

(1) Great care shall be taken to keep the interiors of 
the boilers, particularly those of water-tube type, as free 
as possible from all deposits and from grease or other for- 
eign matter in suspension. Deposits of scale, grease, or 
other matter adhering to the heating surfaces, and loose 
scale or other solid substance lodging in the tubes, besides 
reducing the evaporating efficiency, are liable to cause- 
overheating and serious injury. Grease and other foreign 
matter in suspension in the water, even though they may 
not seriously foul the heating surfaces or restrict the cir- 
culation, tend to produce priming and diminish the pro- 
duction of steam and to aid the various processes of cor- 
rosion to which the interiors are particularly subject. 

Oil and salt water in boilers — 

(2) No tallow or oil of vegetable or animal origin shall 
be allowed to enter the boilers. Salt water shall never be 
introduced into the boilers except for the purpose of wash- 
ing out their interiors, and whenever it is used for this pur- 
pose the boilers shall afterwards be drained and rinsed out 
with fresh water and then thoroughly dried, if required 
to remain open, or closed and filled with fresh water imme- 
diately thereafter. 



48 

Fresh water for boilers — 

(3) The boilers shall always be filled with fresh water 
of as pure quality as can be obtained. 

Changing water in boilers — 

(4) The water shall be retained in the boilers without 
change as long as practicable, whether they be steaming 
or idle. Idle boilers shall not be used for trimming ship 
nor as reservoirs for storing any other water than that 
intended for steaming purposes. They shall be run down 
or emptied only when necessary for examination, cleaning, 
or overhauling, and the water changed only when it has 
become unfit for further use by reason of being dirty, acid, 
or salt. Water may, however, be used from fire-tube 
boilers for purposes of make-up feed, if necessary, when 
no other fresh water is available when steaming and none 
can be supplied by the evaporators; but when this is done 
the water line in the boilers from which such water is 
taken must not be left at a level among the tubes, and 
they must be pumped full again as soon as a sufficient 
supply of fresh water can be obtained. 

Feed water to be pure — 

(5) The feed water shall be maintained as free as pos- 
sible from impurities, of which the most injurious are sea 
water, air, and grease. This requires most careful atten- 
tion to all parts of the entire machinery plant through 
which the boiler water ever passes, either in the form of 
steam or water. All devices provided for removing air 
and grease from the feed water shall be habitually used 
and shall be kept in the most efficient condition possible. 
All leaks shall be eliminated from the boilers, piping, glands, 
condensers, feed tanks, pumps, and from the entire sys- 
tem generally, and the quantity of make-up feed water 
required reduced to a minimum thereby. Water distilled 
from sea water is liable to be actively corrosive, hence the 
importance of reducing the amount of make-up feed to a 
minimum. 



49 

63. Tests for alkalinity and salinity — 

(1) The water in all boilers under steam and in the main 
feed tanks shall be tested daily for alkalinity and salinity. 
The water in boilers not under steam shall be so tested 
weekly. The water in the feed tanks shall be examined 
every watch while under way, and every effort shall be 
made to promptly discover any salt-water leaks that may 
develop in the condensers. In making the salinity test by 
the method of determining the quantity of chlorine pres- 
ent, it must be borne in mind that to obtain correct re- 
sults the sample of water being tested must first be made 
neutral or very slightly alkaline, and reagents used for 
this purpose must not contain chlorine. 

Tests for corrosive properties. 

(2) In addition to the tests required by paragraph (1) 
the water in each boiler shall be tested once each week for 
corrosive properties in the following manner: A small 
piece of clean, bright boiler steel shall be suspended in a 
clear glass bottle filled with water as drawn from the 
boiler. If, after twenty-four hours, the piece of steel shows 
no signs of discoloration or of formation of rust spots, and 
if the water does not become discolored, the boiler water 
shall be considered noncorrosive. 

64. Use of boiler compound, etc. — 

(1) Navy standard boiler compound shall be used in the 
boilers of all vessels, except auxiliary vessels not manned 
by naval crews and yard craft, only in sufficient quantity 
to insure that the water in the boilers is not acid. The 
alkaline strength of the boiler water shall be kept as low 
as possible, but shall never be allowed to exceed one-half 
of one per cent of normal alkaline strength. 

(2) If Navy standard boiler compound is not used when 
obtainable, or is not used in the prescribed amounts, the 
fact shall be reported to the Bureau of Steam Engineering 

91610°— 17— a 



50 

and the report shall state in detail the reasons therefor. 
Whenever the Navy standard boiler compound is not 
obtainable the water in boilers shall be maintained slightly 
alkaline by the use of sal soda or lime. As when using 
boiler compound, this alkaline strength shall never be 
allowed to exceed one-half of one per cent of normal. 

(3) On auxiliary vessels not manned by naval crews 
and on yard craft Navy standard boiler compound shall 
not be used. On all such vessels the boiler water shall be 
maintained slightly alkaline by the use of sal soda; this 
alkaline strength shall be just sufficient to insure that the 
boiler water is never acid. To this end only the smallest 
quantity of sal soda possible to accomplish the purpose 
intended shall be used. 

(4) When boilers are being filled with new water, the 
boiler compound or sal soda should be dissolved in fresh 
water and the solution put into the boiler in the most direct 
manner. In the case of closed boilers compound should 
be added in the most direct practicable manner in amounts 
shown necessary by analysis of the water. 

(5) As lime is not entirely soluble in water, it shall never 
be added directly to the feed water or boiler water. Un- 
slacked lime, when used, shall be dissolved as far as possible 
in cold fresh water and allowed to stand for some time in 
a closed vessel, until the insoluble putty has settled. When 
the solution is clear, it may be decanted and added to the 
feed water or boiler water as required. Unslacked lime 
shall be supplied in air-tight tins, and it is absolutely 
essential that it shall not be left exposed to the air longer 
than necessary, as it possesses a great affinity for, and 
readily absorbs, carbonic-acid gas. 

65. Inspection of boilers by engineer officer — 
(1) The engineer officer shall keep himself fully ac- 
quainted with the general condition of the interiors of the 
boilers and shall satisfy himself, by periodic inspection 



51 

and by regularly testing the quality of the water, that no 
material deposits are present, and that the water is main- 
tained in as clean and pure condition as possible and of 
the prescribed alkaline strength. 

Precautions as to keeping boilers clean— 

(2) Whenever there may be reason to believe that de- 
posits may be present in the boilers, they shall be cleaned 
out at the first available opportunity. It must be borne 
in mind that boilers which contain deposits on their heating 
surfaces or have grease or other foreign matter in suspen- 
sion in the water are not in a safe condition for steaming, 
and it is particularly important that in such circumstances 
forced draft should not be used except in case of great 
emergency. 

Frequency of overhauling — 

(3) The length of time boilers may be used under steam 
before requiring to be cleaned out and overhauled depends 
upon various circumstances with regard to their type and 
present state of preservation, the particular requirements 
of the service for which they are used, and the general 
character and influence of the local conditions under which 
they are operated. The engineer officer, knowing the par- 
ticular circumstances under which the boilers in his charge 
are used, shall be guided by these circumstances in deter- 
mining the frequency with which it is necessary and prac- 
ticable to clean and overhaul them. He shall report to 
the commanding officer whenever he considers it necessary 
or advisable to open the boilers for examination or cleaning. 

(4) Experience with water-tube boilers in vessels in 
commission shows that, under the usual conditions of 
operation, the interiors of such boilers should be com- 
pletely or partially cleaned and overhauled, as found neces- 
sary by examination, after having been used under steam 
for any purpose for a total of about seven hundred hours 
since the previous cleaning. In special cases, where the 



52 

general conditions of operation are particularly favorable, 
this period may sometimes be extended to one thousand 
hours. When the operating conditions are not good, how- 
ever, the boilers shall be opened at more frequent intervals, 
examined to obtain an assurance of the condition of their 
interiors, and cleaned, if necessary. 

66. Procedure in overhauling — 

Whenever a boiler is laid up for a complete cleaning and 
overhauling, the following general operations and pro- 
cedure shall be carried out : 

(a) Clean fire side and overhaul all furnace fittings, 
brickwork, baffling, and fire parts. 

(&) Empty, open, and wash out the interior of the water 
spaces. 

(c) Clean and inspect the water side and overhaul zincs 
and internal fittings. 

(d) Rinse out and close the boiler. 

(e) Overhaul all valves, gauges, cocks, and other ex- 
ternal fittings. 

(/) Examine and repair, as required, all parts of the 
lagging, casing, and seating. 

(g) Apply hydrostatic test for tightness of valves, gas- 
kets, etc. (See article 77 (2)). 

Qi) Test for tightness under steam, including tightness 
of casing, and adjust safety valves. 

67. Solid matter in boilers — 

Loose scale or other solid matter in water-tube boilers is 
extremely dangerous to their safety, and when cleaning 
the interiors of such boilers, careful examination shall be 
made before closing them to insure the absence of loose or 
detachable scale, disintegrated zinc, or other foreign 
matter from the tubes and from all other parts of the 
interiors. 



53 

68. Cleaning boilers after steaming — 

(1) As soon as practicable after the completion of each 
period of steaming, the ashes and soot shall be removed 
from the furnaces, ash pans, combustion spaces, tubes, 
and uptakes, and all accessible parts exposed to fire shall 
be thoroughly cleaned and overhauled. 

(2) Whenever practicable, the tubes shall be cleaned 
as thoroughly as possible with the air or steam tube clean- 
ers shortly before the fires die out. Otherwise, if the soot 
be allowed to remain and cool down with the tubes, it is 
liable to form a scale which will be difficult to remove 
afterwards. 

(3) The steam tube cleaners shall not be used in the 
boilers except when the fires are lighted. 

69. Examination of boiler tubes — 

(1) The boiler tubes shall be examined frequently on 
the fire side. In water-tube boilers of the straight-tube 
type the lower rows in the furnaces shall be carefully 
watched and shall be tested frequently by a straightedge 
or other means to detect excessive deflection. Deflection 
and swelling of tubes are signs of overheating, and when 
either state is observed the interior condition of tubes so 
affected shall be investigated. Internal fouling sufficient 
to interfere with circulation or proper heat transmission 
will cause overheating and result in distortion of some 
kind. Swe 1 ling of tubes can always be detected by pass- 
ing a gauge over them, and very often by hand. Bulged 
or blistered tubes shall always be renewed. Straight 
tubes found deflected more than three-quarters of an inch 
shall be renewed. 

Tube ends flared — 

(2) All tubes of water- tube boilers, except Field tubes, 
shall be flared at the ends to prevent them from pulling 
out of the tube plates or headers. The tubes shall extend 
through the holes in the plates or headers not less than 



54 

three-sixteenths of an inch, and flaring shall be accom- 
plished to such an extent that the outside diameter of the 
flare is made materially greater than the hole into which 
the tube is expanded. 
Tubes with worn ends — 

(3) In examining water-tube boilers, especially those of 
small bent-tube type, in which, owing to the shape of the 
tubes, the pressure tends to force the tubes out of the 
plates, particular attention shall be paid to the attach- 
ment of the ends of the tubes. When the projecting end 
of a tube becomes worn away to such an extent that the 
wear extends into the rolled part of the tube, or when it 
becomes materially thinned in the rolled part, it shall be 
renewed. 

Precautions in renewing tubes — 

(4) When renewing tubes that are secured by expand- 
ing, each tube hole shall be carefully examined to see that 
it is truly cylindrical and to the correct diameter. After 
the expanding is done, each tube end shall be inspected 
to see not only that it has been well done on the inside, 
but also that it is expanded close to the edge of the hole 
on the outside. 

70. Exterior parts of boilers — 

(1) The fronts, backs, bottoms, casings, and other exte- 
rior parts of the boilers shall be kept free from scale and 
rust and from contact with ashes; they shall be kept well 
protected with paint and as clean and dry as possible. 
The tops of the casings shall be properly protected against 
corrosion caused by drippings from air cocks, stop valves, 
or other sources. The spaces at the backs and sides of 
the boilers shall be kept clear, to allow access to all parts, 
and nothing wet or combustible shall be stowed over or 
around them. The use of hose for washing down the 
exteriors of the boilers or the bulkheads above the floor 
plates shall not be allowed. 



55 

(2) The uptake casings of the boilers shall be kept clean 
and well painted. The air spaces between the uptakes 
and their casings shall be examined frequently and any 
accumulation of dirt therein prevented. 

(3) The air ducts and casings of forced draft systems 
shall be kept free from ashes and rust and well painted. 

(4) The funnel guys shall be frequently examined and 
adjusted, and their turnbuckles kept oiled and in good 
condition. 

(5) The bilges in the firerooms shall be kept dry and 
well painted. 

(6) When it is necessary to keep ashes in the firerooms 
until a lighter can be obtained they shall not be stowed 
against any part of the boilers or bulkheads. Boards or 
heavy canvas shall be used to protect the metal surfaces. 

(7) Cotton waste or other materials used for wiping, 
which have become wet with oil, shall be cleaned or 
destroyed immediately after using, or shall be put in a 
covered fireproof receptacle and kept in a safe place until 
they can be so disposed of. 

71. Engine and fireroom gratings — 

The gratings over the engine room and fireroom hatches 
shall not be taken off except in cases of necessity, and shall 
then be replaced as soon as possible. No material of any 
kind shall be stowed on or over these gratings, whereby 
the ventilation may be obstructed or anything may fall 
through and cause injury to the machinery or the personnel 
in the compartments below. 

72. Condition of boilers to be logged — 

All parts of the boilers shall be carefully examined 
whenever they are exposed for cleaning and overhauling 
and their conditions as found upon these examinations 
shall be described in the steam log. Should unusual cases 
of damage or deterioration be discovered at any time 
special report shall be made to the Bureau of Steam 



56 

Engineering, stating in detail the extent of injury sus- 
tained, the remedies applied, and, as far as can be deter- 
mined, the causes. 

73. Reduction of pressure — 

Should the engineer officer at any time consider it neces- 
sary or advisable to reduce the load on the safety valves 
of the boilers he shall report his opinion to the command- 
ing officer, with his reasons. If the commanding officer 
concurs in such opinion, a survey shall be held by a board 
of not less than two commissioned line officers for the pur- 
pose of determining the necessity for the reduction of the 
load and the amount thereof. Upon approval of the recom- 
mendation of the board by the senior officer present the 
load shall then be reduced in accordance with such recom- 
mendation if found to be necessary or advisable. The 
amount of the reduction, the reasons for making it, and 
the load to which the safety valves are then set shall be 
noted in the steam log and reported to the Bureau of Steam 
Engineering. The load on the safety valves shall not be 
increased without the authority of the Bureau of Steam 
Engineering. 

74. Safety valves — 

The hand gear for lifting the safety valves shall be 
thoroughly examined at least once each week, whether the 
boilers are steaming or idle. Whenever steam is raised in 
any boiler, the safety valves shall be tested by steam and 
adjusted as necessary to lift at the prescribed pressure. 
The hand gear shall also be tested at the same time to 
insure its being in proper working order. These tests of 
the safety valves and of the hand gear shall be repeated 
once each week while the boiler is under steam. If the 
safety valves of any boiler can not be adjusted to lift 
properly at the prescribed pressure under steam, fires shall 
be hauled from it and it shall not be used for steaming 
until the fault has been corrected. A special report shall 



57 

be made to the Bureau of Steam Engineering in every 
case where safety valves fail to operate properly. All 
tests of safety valves shall be recorded in the steam log. 

75. Boiler fittings — 

(1) All valves, attachments, and fittings of the boilers 
shall be thoroughly overhauled at regular intervals and 
kept in efficient working condition. 

(2) All water-gauge fittings must be kept in thoroughly 
efficient condition. Great care shall be taken to insure 
that only glasses of proper quality and dimensions are 
used, that they are correctly fitted in place, and that all 
cocks and fittings connected with them are examined fre- 
quently and kept in proper order. 

(3) Boiler steam gauges shall be compared with a stand- 
ard gauge at least once a quarter, and adjusted to agree 
with the standard at the working pressure of steam. 

76. Worn boilers — 

Whenever there may be reason to believe that any parts 
of the main structure of the boilers that are subject to 
pressure and that involve their safety, except the tubes, 
are unduly worn or corroded, such parts shall be drilled 
and their thickness measured. The holes shall not be 
more than one-half inch in diameter, and afterwards shall 
be tapped and filled with screw plugs securely riveted over 
to prevent leakage. The thickness of the parts originally 
and when thus tested, the probable cause of the corrosion 
or wear indicated, and all other details of the test shall be 
entered in the steam log and the engineer officer's record 
book. The exact position of the holes drilled for this pur- 
pose shall be marked on the drawings or otherwise shown 
by sketches for future reference and identification. 

77. Water-pressure tests — 

(1) The boilers shall be tested by water pressure at such 
times as the engineer officer may deem necessary or ad- 
visable. 



58 

(2) Whenever such test is made to prove the safe strength 
or the tightness of any riveted, expanded, or other perma- 
nent structural joints or parts of a boiler, the following 
method shall be employed: The water shall be heated to a 
temperature of not less than 150° F.; and, before applying 
pressure the boiler shall be completely filled with water and 
entirely free from air, and necessary precautions shall be 
taken to insure that there be no leak past the main or aux- 
iliary stop valves into pipes that may contain steam. The 
pressure to be applied shall not exceed one and one-quarter 
times the authorized safety valve setting unless special 
directions from the Navy Department Commander in 
Chief, or senior officer present are received. For ordinary 
overhaul of boilers, referred to in Article 66, the hydro- 
static pressure described and outlined in " Instructions for 
care, preservation, and operation of boilers" will be used, 
as it is not advisable to subject boilers to unnecessary 
strains except for special reasons. In the case of fire-tube 
boilers that have been in service longer than two years, 
the water pressure to be applied shall be limited to twenty- 
five per cent greater than the load on the safety valves. 
The pressure shall be increased slowly and be very care- 
fully applied, in order that injury may not be caused by 
over-pressure, particularly if a drill test should have re- 
vealed unusual thinness of any parts. 

(3) During the application of the water pressure, the 
boilers shall be carefully examined and proper gauges used, 
when practicable, to detect any change in form in any of 
their parts. Should any indications of probable permanent 
deformation be observed, the test shall cease, and the weak 
parts shall be strengthened as necessary. If this be not 
practicable, a new test pressure twenty pounds below that 
at which permanent deformation commenced shall be 
adopted, and the new working pressure shall be that which 
corresponds to such new test pressure according to para- 



59 t 

graph (2). The load on the safety valves shall be reduced 
to the new working pressure. 

78. Tightness of valves, etc., under working pressure — 
To prove the tightness of all valves, gaskets, and fittings 

of boilers under the working pressure, the following test 
shall be made, if practicable, upon the completion of each 
general overhauling or repair affecting such parts. A 
water pressure of ten pounds per square inch less than the 
load on the safety valves shall be applied. After attaining 
this pressure all connections, including the feed, stop, and 
check valves, shall be closed and the drop in pressure dur- 
ing a considerable number of hours noted. If the test be 
made with water of nearly the same temperature as the 
boiler and the fireroom, the drop in pressure should not ex- 
ceed twenty pounds in twenty-four hours. If there is no 
leaks in the boiler or its fittings, there will be no change in 
the boiler pressure other than that due to change in tem- 
perature of the boiler or the water, or both. It shall be 
borne in mind that leaky feed valves will give false indica- 
tions and that, until gaskets are softened by heat, there 
may be slight leaks around the plates, which will readily 
take up under steam pressure. For the latter reason, 
whenever sufficient time is available, this test should be 
made after steam has been raised to adjust the safety 
valves and the boiler has again cooled down, when this is 
done in connection with general overhauling. Although 
hot water searches out leaks with more facility than cold 
water, the time element included in this test affords oppor- 
tunity for the water to cool, with consequent contraction 
in volume and reduction in pressure, giving an appearance 
of leaks that may not exist. For this reason water used 
for this test should be as nearly as possible the temperature 
of the boiler and of the fireroom. 

79. Precautions with internal-combustion engines — 

(1) No smoking, naked lights, or electric apparatus liable 
to spark shall be permitted in the vicinity of vaporizers, 



60 

cylinders, or crank chambers of internal-combustion en- 
gines when any of these parts are open for examination or 
overhauling. 

(2) Pistons, valves, cylinders, and vaporizers of internal- 
combustion engines shall be frequently examined and 
cleaned, and all moving parts and wearing surfaces shall 
be kept thoroughly lubricated and in good condition. 
The pistons and valves shall be kept tight, in order that 
the efficiency of the engine may not be impaired by leakage 
of air during compression. 

80. Torpedo-boat engines — 

Owing to the lightness of construction and high speeds 
at which torpedo-boat engines run, increased care is nec- 
essary in attending to and adjusting the various working 
parts. When setting up the brasses of connecting rods, 
the amount of clearance left at each end of the cylinders 
shall be accurately measured to see that it coincides with 
the original clearance. The leads of the valves shall be 
carefully measured, to determine the necessary readjust- 
ment through wearing down of the eccentrics or valve gear. 
All joints, especially those of the steam pipes, are subject 
to injury from vibration. The main steam pipes, and any 
other pipes which appear to suffer in this way, should be 
tested from time to time to discover any defects arising 
from this cause. 

81. Machinery of steam launches — 

Unless it is expected that the machinery of steam 
launches will be used again in a few days, the wearing sur- 
faces of cylinders and valve chests shall be cleaned and 
lightly coated with mineral oil, and the engines made ready 
for use. All drain cocks shall be left open, and the engines, 
valves, pumps, etc., shall be moved every day. Strainers 
on the sea-valve openings shall be kept clear, and receiv- 
ing pipes of circulating and air pumps examined and cleaned 
annually, or more frequently if necessary. The boilers of 
steam launches shall be frequently examined, internally 



61 

and externally, and special attention shall be paid to the 
furnace. Salt water shall not be used in these boilers 
except in cases of great emergency when no fresh water is 
available, and after its use they shall be scaled and cleaned 
as soon as possible. The safety valves shall be examined 
whenever steam is raised after an interval of more than 
seven days not under steam. The condition of the safety 
valves, water gauges, check valves, etc., shall be ascer- 
tained from time to time while the machinery is working. 
Great care shall be taken to keep these important fittings 
in a thoroughly efficient condition. 

82. Docking ship — 

Whenever a vessel is docked, a careful examination shall 
be made by the yard force of the outboard portions of the 
shafting, couplings, and propellers. This examination shall 
be made as soon as practicable after docking, and any de- 
fects observed shall be reported at once so that the neces- 
sary action may be taken without delaying the undocking 
of the vessel. The wear of the lignum-vitse, both in the 
stern tubes and the strut bearings, shall be ascertained and 
recorded. Bronze and Monel metal propellers shall be 
cleaned and polished. In the case of turbine-driven de- 
stroyers, when a clearance of ■£% inch is reached in the out- 
board shaft bearings, the lignum-vitse shall be renewed. 
The original clearance shall not be allowed to exceed -£% 
inch. 

83. Ships going out of commission — 

(1) When a ship is ordered out of commission, the iron 
or steel bright work of the machinery, except such parts as 
pass through stuffing boxes, or upon sliding surfaces (as 
piston rods, valve stems, slide and guide faces, and journals), 
shall be covered with white lead and tallow. 

(2) Metallic packing shall not be removed from piston 
rods or valve stems, but all vegetable or fibrous packing 
shall be removed. 



62 

(3) All parts passing through stuffing boxes or working 
upon their surfaces, such as piston rods, valve stems, guide 
and slide faces, clutch coupling slides, interiors of steam 
cylinders, and valve chests, must be cleaned and covered 
with a coating of vaseline, the machinery being moved after 
first application so as to bring all these parts upon properly 
covered surfaces. 

(4) All bearings shall be well oiled and the oil holes 
plugged with waste, the engines being turned one complete 
revolution after oiling. 

(5) All water-containing parts of the machinery inside of 
outboard valves shall be thoroughly drained. Particular 
attention shall be paid to draining the pump cylinders, 
condensers, feed, blow, and suction pipes; fire main, and 
all steam and exhaust piping where it is possible for water 
to gather. In draining these pipes, flange joints shall be 
broken at the lowest parts of each system and wherever a 
pocket is formed which is not drained by a proper drain 
pipe. Where possible, outboard valve casings below valve 
seats shall be covered with nonconducting material, such 
as sawdust or manure, temporarily boxed in, and the in- 
teriors of the casings below the seats filled with heavy oil, 
injected, if practicable, through the steam connection, to 
displace the water. 

(6) The gauges and oil cups shall not be removed. 

(7) The sea valves shall be closed and properly secured. 

(8) The storerooms shall be cleaned. 

Section 9.— OPERATION AND MANAGEMENT OF BOILERS 
AND MACHINERY. 

84. Character of instructions — 

The following instructions relate especially to such 
matters as are essential in the operation of the boilers and 
machinery to prevent injury, to insure their safety, and to 
secure the most efficient and economical performance. 



63 

They shall be considered to apply to the same extent as 
the instructions contained in section 8. 

85. Cylinders — 

(1) The cylinders, receivers, and steam jackets of all 
engines shall be gradually and thoroughly heated before 
steam of full pressure is admitted to them. Whenever 
practicable the connections between the boilers and main 
engines shall be opened as soon as fires are lighted to allow 
the hot air and steam as it rises to circulate through the 
engines and warm them gradually. 

(2) Water must not be allowed to accumulate in the 
receivers or jackets of engines, but care shall be taken that 
steam is not blown through the traps and wasted while 
the engines are working. 

Warming up turbines — 

(3) Thorough and even warming up of turbines is abso- 
lutely necessary so that all parts will expand uniformly; 
this can only be accomplished when rotors are moving in 
order that the steam may come in contact with all parts. 
To this end it is essential that the rotor should be revolved 
as soon as steam is admitted to the turbine, as otherwise 
local distortions will be caused. In no case shall the rotor 
of any turbine be permitted to stand idle during the 
warming-up period. While warming up a low vacuum 
should be maintained, merely sufficient to keep the turbine 
clear of water and to permit the steam to be evenly dis- 
tributed throughout the turbine. The auxiliary exhaust 
shall never be turned into a turbine until it is thoroughly 
warmed up and in operation. When standing by, turbines 
should be turned a few revolutions by steam at least once 
each half hour. 

86. Water rams — 

The greatest care should be exercised to guard against 
water rams by carefully draining all pipes or other spaces 
where any water might accumulate before steam is ad- 



64 

mitted to them. In opening the valves connecting the 
boilers to the steam pipes or in connecting different sections 
of steam piping, the by-pass valves, if fitted, shall be 
opened first, and the pipes warmed and the pressure 
equalized before the large valves are opened. The drains 
shall be kept open until it is certain that the pipes are 
entirely free of water. 

87. Air and circulating pumps — 

Independent air and circulating pumps shall be started 
at least fifteen minutes before attempting to move the 
engines, or to warm them by admitting steam to the 
cylinders through the by-pass valves or otherwise. 

88. Telegraphs, etc. — 

The engine telegraphs and other instruments fitted for 
transmitting signals to and from the engine rooms shall be 
carefully examined and tried before getting underway. 

89. Rate of expansion — 

(1) Modern reciprocating engines are designed to carry 
out the principle of expansion to its utmost practical 
limits, and, in order to attain the greatest economy, especi- 
ally when working at reduced speeds, every means fitted 
shall be utilized to secure the highest possible ratio of expan- 
sion of which the engines are capable. To this end the 
engineer officer shall ascertain the most efficient rates of 
expansion at all powers and the corresponding points of cut- 
off and other particulars of adjustment. These particulars 
together with related data, shall be carefully recorded so 
that they may be readily utilized when changes in speed or 
power are required. 

(2) In the design of modern reciprocating engines, the 
cylinder ratios and the details of the valve motions are cal- 
culated to fix the ratios of expansion throughout the whole 
engine required to obtain the best practical economy when 
working at full power. To provide for varying to some 
extent the ratio of expansion of the engines as a whole, and 



65 

of the several cylinders, particularly when working at 
reduced powers, in order to secure the most advantageous 
expansion and distribution of work in the several stages of 
expansion, the links are suspended from adjustable blocks 
by means of which the point of cut-off and consequently the 
ratio of expansion in the several cylinders may be varied 
within small limits. However in those engines where the 
lowest stage of expansion is carried out in two cylinders of 
equal size instead of in a single cylinder, the design does not 
contemplate the total work of the whole engine being 
divided equally between all of the cylinders, but rather an 
approximate equality between the several stages of expan- 
sion. It should be borne in mind that the total ratio of 
expansion throughout the engine may be changed by alter- 
ing the cut-off for the high-pressure cylinder only, and that 
any alteration of the cut-offs for the other cylinders merely 
affects the distribution of work between the several stages 
of expansion, and this only by relatively small amounts. 

(3) It is not anticipated that, in effecting the greatest 
change of ratio of expansion possible within the scope of 
the adjustable cut-off block for the high pressure cylinder, 
any inequality of distribution of work produced would 
interfere with the smooth working of the engine, if the bear- 
ings are in good condition and properly fitted. The prac- 
tice, therefore, of distributing the work equally in each 
cylinder or stage of expansion shall be considered as of only 
secondary importance. 

90. Internal lubrication of cylinders — 

(1) No tallow or oil of vegetable or animal origin shall be 
used for the interior lubrication of the steam cylinders and 
valve chests, and as little as possible of any kind of oil shall 
be used for this purpose. (This prohibition shall apply to 
every cylinder and valve chest for whatever purpose used.) 
Under ordinary conditions of working with saturated steam 

91610°— 17 5 



66 

the water of liquefaction derived from the steam furnishes 
ample lubricant for the internal working parts, but, if this 
does not prove sufficient, pure mineral oil only shall be 
employed. 

Lubrication of piston rods and valve stems — 

(2) Care shall be taken that the oil used for lubricating 
the piston rods and valve stems is not drawn into cylinders 
or valve chests. When main engines are fitted with forced 
lubrication systems care shall be taken to prevent the oil 
from being splashed on piston rods or valve stems, particu- 
larly from crossheads or guides. 

Grease extractors — 

(3) When filters or grease extractors are fitted they shall 
be used, except when under repairs or being cleaned. The 
material used in filters and grease extractors for extracting 
the oil from the feed water shall be cleaned or renewed as 
often as necessary to keep it effective and to prevent it 
becoming saturated or clogged with grease and inefficient. 
Every available means shall be employed to prevent the 
passage of oil to the boilers. 

91. Water on bearings — 

Water shall not be used unnecessarily on the bearings, 
but when it is used care shall be taken that it is discon- 
tinued a sufficient length of time before the engines are 
stopped to allow the lubricating oil to find its way to all 
parts of the bearing surfaces. Bearings shall not be allowed 
to get too warm before resorting to the use of water, if 
such use should become necessary, but it shall be applied at 
first with the greatest caution in order to avoid cracking 
or warping any parts as a result of too sudden cooling. 
Bearings shall be examined at the earliest opportunity 
after water has been used on them. 

92. Alternation in use of boilers — 

(1) As the number of boilers required for ordinary 
cruising and for port service is usually less than the whole 



67 

number fitted, the employment of the several boilers shall 
be regulated so that eventually the work will be distribu- 
ted equally among the whole number, unless some pecu- 
liarity of fitting or other similar reason prevents such equal 
distribution being accomplished. 
Forced draft with fire-tube boilers — 

(2) When it is necessary to increase the speed of a vessel 
having cylindrical fire-tube boilers it shall be done, except 
in case of emergency, by increasing the number of boilers 
in use, under natural draft, until the entire number on 
board are in use, if requisite. Forced draft shall not be 
used on boilers of this type except in emergencies and 
during the power trials specified in sections 1 to 7. 

Training firemen — 

(3) In order that the best results may be obtained when 
the development of the highest power is a matter of great 
importance, frequent opportunity shall be given for train- 
ing the firemen to work the boilers at their full capacity, 
under both natural and forced draft conditions. With 
this object in view, and to insure that the boilers in use are 
being worked at approximately their full capacity, when 
more careful firing will be necessary than is required under 
easier or more economical conditions of steaming, no more 
boilers shall be employed upon such occasion than are 
required for the speed ordered. 

93. Handling of fires — 

(1) Particular attention shall be given to the training of 
the firemen, especially as regards the management of the 
fires; and all engineer officers and fireroom petty officers 
shall take advantage of every opportunity to instruct the 
firemen how to burn the fuel in the most economical man- 
ner. Every effort shall be made to keep the steam pressure 
and the water level in the boilers constant, to work the 
fires in the most efficient and systematic manner, and to 
use to the best advantage all appliances for timing the 



68 

operations of firing, regulating the supply of air, and for 
economizing in any way in the expenditure of fuel. The 
engineer officer shall ascertain the most economical rate of 
consumption of fuel, together with the number of boilers it 
may be necessary to employ for any required speed and 
condition of steaming. 

(2) When burning coal, careful attention shall be given 
to the management of the fires, to secure the utmost econ- 
omy and efficiency of combustion. The fires shall be 
maintained at a uniform thickness in all parts of the fur- 
nace. Green coal shall be added to the fire at regular and 
frequent intervals, and shall be scattered over the entire 
surface. The furnace doors shall be kept open only the 
shortest possible time. Holes in the fire or the accumu- 
lation of clinkers in any part of the furnace shall be pre- 
vented. All lump coal must be broken up before being 
fired. The fires shall be cleaned at regular and frequent 
intervals, as often as may be necessary to keep them in good 
condition. Care shall be taken to remove all clinkers ad- 
hering to the grate bars. The necessary cleaning of fires 
shall be done as quickly as possible, in order to reduce to a 
minimum the amount of cold air admitted through the 
uncovered grate and the furnace door. The uptake 
dampers shall be closed while cleaning fires. The uptake 
dampers, rather than the ash-pit doors, shall be closed 
when necessary to temporarily check the rate of combus- 
tion, the closing of the ash-pit doors being liable to cause 
the burning or buckling of the bearer bars and grate bars. 
The use of water in the ash pans is unnecessary under ordi- 
nary conditions, and shall not be resorted to except when 
necessary to prevent clogging of the grates by excessive 
clinkers. 

94. Temperature of boilers — 

Sudden and very rapid changes of temperature in the 
boilers shall be avoided. The tubes shall not be unneces- 



69 

sarily exposed to cool air by opening the connection or 
casing doors; these doors shall not be used as dampers to 
check the production of steam. When circumstances per- 
mit, at least six hours shall be occupied in raising steam 
from cold water in other than water-tube boilers. In 
water-tube boilers, except when the brickwork is quite new, 
steam may be raised much more rapidly; but sufficient 
time should be allowed for thoroughly warming up the 
engines before attempting to move them under steam, and 
steam may ordinarily be raised in these boilers within the 
time necessary for this purpose. 
95. Starting fires — 

(1) Before starting fires in any boiler, all drain cocks, 
bottom and surface blow valves, handhole and manhole 
plates, and other valves and fittings not intended to 
remain open, shall be examined to see that they are tightly 
closed. The safety valves, boiler stop valves, feed check 
and stop valves, and water column valves shall be exam- 
ined, and the water gauge and test cocks shall be tested, to 
see that they are all in proper working order. It shall be 
definitely ascertained that the valves and pipes leading to 
the pressure gauges are wide open. The water shall be 
brought to a height that is slightly below the normal 
steaming level. The air cock shall remain open while the 
water is being run down and while steam is being raised, 
and shall be closed after steam has formed. 

(2) While steam is being raised in a boiler, close attention 
shall be given to all the boiler fittings and feed arrange- 
ments, to insure that they are in all respects in proper 
working order. Special care shall be taken, in setting up 
the nuts of handhole and manhole fittings, that no greater 
leverage is applied than that afforded by the proper spanner 
provided for that purpose. Ash-pit doors of automatic or 
balanced type shall always be left mounted while boilers 
are under steam. The boilers shall be connected to the 



70 

steam line only when there is a difference of pressure not 
exceeding ten pounds, and the boiler stop valve shall at 
first be only slightly opened, to allow the pressures in the 
steam line and in the boiler to equalize gradually. After 
the pressures have equalized, the stop valve shall be further 
opened gradually to such extent as required. 

(3) Whenever steam is raised in a boiler, in order to 
insure that the safety valves are in good working order and 
to ascertain the exact pressure at which they will lift, the 
steam pressure shall be allowed to rise until these valves 
should lift if properly adjusted. This may be done after 
the boiler has been connected, if more convenient, but the 
boiler shall not be continued in use unless the safety valves 
have been correctly adjusted. 

96. Use of blowers — 

(1) The fireroom blowers may be rim at any time at 
moderate speed for purposes of ventilation or to assist the 
draft. 

1 'Natural draft' ■ and ■ 'forced draft"— 

(2) When burning coal alone, the term "natural draft" 
implies that, if necessary or desirable, the blowers may be 
run with the firerooms either open or closed to assist the 
draft and to supply sufficient air to the fires to support the 
combustion of not more than twenty pounds of coal per 
square foot of grate surface per hour. The term "forced 
draft" implies that the blowers are used to produce the 
greater draft pressure necessary to force through the fires 
the quantity of air required to support the combustion of 
more than twenty pounds of coal per square foot of grate 
surface per hour. 

97. Banked fires — 

Banked fires shall not be kept in water-tube boilers; nor 
shall heavy banked fires be kept in any other type of 
boilers except in emergencies, and in such cases ash-pit 
doors shall not be closed. When the main engines are not 



71 

to be used for twelve hours or more, fires shall be allowed 
to die out in all water-tube boilers, except those needed for 
auxiliary purposes, and when the main engines are to be 
used again within twelve hours light fires shall be kept 
spread in such boilers. 

98. Hauling fires — - 

Fires shall not be hauled, except to prevent damage to a 
boiler in case of emergency. When steam is no longer 
required, the fires shall be allowed to die out in the fur- 
naces, with the dampers, furnaces, and ash pits closed. 

99. Automatic ash-pit doors — 

When boilers are under steam the automatic ash-pit 
doors must not be opened so wide as to prevent proper 
automatic closing in case of any injury causing undue 
pressure within the furnaces, except during such times as 
may be necessary for cleaning fires or hauling ashes, upon 
the completion of which they shall be replaced in their 
automatic working position. Fire tools shall not be left 
in the ash pans of steaming boilers. 

100. Feeding boilers — 

(1) In feeding the boilers, the feed valves of the several 
boilers in use shall be so adjusted as to distribute the 
requisite supply about equally to each boiler. Strict atten- 
tion shall be given at all times to maintaining the height 
of water in the boilers at as nearly as possible a constant 
level. As long as a boiler is furnishing steam the feed 
supply shall never be entirely shut off, even for a short 
period. Should any difficulty be experienced in feeding 
a boiler, the combustion shall be checked at once, by clos- 
ing the dampers and ash-pan doors, if necessary, and steps 
taken to find the cause. 

(2) The temperature of the feed water entering the 
boilers shall be maintained as high as possible. Where 
feed-water heaters are not fitted, the temperature shall be 



72 

as high as is consistent with the maintenance of a fair 
vacuum. 

101. Low water — 

(1) Low water in a steaming boiler is one of the most 
serious and most frequent emergencies that arise in a fire- 
room, and is liable to cause distortion of the tubes or other 
injury to heating surfaces, serious steam and water leaks, 
or the explosion of the boiler. It is generally the result 
cither of inattention on the part of the water tender, or of 
his attention being diverted to other duties. Failure of 
the feed pumps, leaks developing in the feed discharge line, 
hot or low water in the feed tank, a defective check valve, 
or water gauges giving false indications due to defects of 
the cocks fitted to them are other causes which may lead 
to low water, if not discovered and corrected with sufficient 
promptness. 

(2) Whenever the water in any water- tube boiler falls 
below the lowest try cock and out of sight in the gauge 
glasses the fires shall be hauled, or, if burning fuel oil, the 
supply of oil to the burners shall be shut off, the safety 
valves shall be opened cautiously to relieve the pressure 
gradually, and the feed check and boiler steam stop valves 
shall be closed. The dampers and the furnace and ash- 
pit doors shall also be closed. All air leaks to the furnace 
around these doors shall be stopped. Under these condi- 
tions the boiler will gradually cool, and any parts that may 
have become overheated will be subjected to an annealing 
process. No attempt shall be made to restore the normal 
water level by increasing the supply of feed water. Fire 
extinguishers, if fitted, or otherwise a fire hose or wet 
ashes, shall be used to quench or deaden coal fires before 
hauling them. 

102. Serious steam leaks — 

Whenever a large steam leak occurs in a boiler, from the 
sudden leaking of & tube or other cause, the following action 



73 

shall be taken, as far as the particular circumstances admit, 
to prevent serious injury to personnel and to reduce to a 
minimum the extent of damage to the boiler. The safety 
valves of the injured boiler shall be opened to relieve the 
pressure as quickly as possible. The fire extinguisher shall 
be opened cautiously, if fitted; or if burning fuel oil, the 
supply of oil to the burners shall be shut off. The furnace 
and ash-pit doors shall be kept closed until after the steam 
pressure has been reduced to less than fifty pounds, when, 
if the fires have not been put out by the leak or by the fire 
extinguisher, they shall be deadened by a fire hose or wet 
ashes and then hauled. After the fires are out the doors 
shall be closed and all air leaks to the furnace stopped and 
the boiler allowed to cool slowly. The stop valve on the 
injured boiler shall be closed. If the blowers are running 
they shall be kept going and their speed increased, if neces- 
sary, to drive the escaping steam up the smoke pipe and 
keep it out of the fireroom; hence the dampers shall be 
kept open. Except in the case of low water when conse- 
quent overheating is involved, the feed supply shall be 
continued until the fires are out, to prevent the heating 
surfaces becoming uncovered and burned; in such case, 
the auxiliary feed pump shall be started and after the 
auxiliary feed check has been opened, the main feed supply 
shall be shut off, if other boilers are being fed from the 
latter. Special care shall be taken to maintain the water 
at the proper height in all other boilers in use and to pro- 
vide additional water from the reserve tanks, if necessary, 
to prevent a shortage in the main feed tanks. 

103. Accidents in general — 

In all cases of accident to boilers or machinery, every 
endeavor shall be made to localize the injury. The com- 
partment involved shall be isolated to prevent escaping 
steam getting into other compartments and interfering with 
proper attendance on other boilers or machinery in use. 



74 

All men on duty shall remain at their proper stations, 
give strict attention to the machinery in operation, and 
avoid that inattention sometimes due to excitement which 
may lead to further damage. When considerable leaks 
of steam occurs in a fireroom the upper part of the com- 
partment generally becomes filled with steam, and men 
shall not be allowed to go up the fireroom ladders at such 
times on account of the great danger of their being seriously 
injured or overcome by inhaling the steam. The best 
avenue of escape, if it becomes necessary to abandon the 
compartment, is to a coal bunker or to another compart- 
ment on a low level. 

104. Economy of auxiliaries — 

With a view to effecting the utmost economy in fuel con- 
sumption for auxiliary purposes the following requirements 
shall be observed: 

(a) Steam shall be kept fully shut off from all engines, 
steam and exhaust pipes, etc., when not required for use. 
If any additional steam power beyond the usual require- 
ments be needed for temporary use due notice shall be 
given in advance, and also as soon as the necessity ceases, 
in order to avoid keeping the steam at an unnecessarily 
high pressure, an engine working when not needed, or an 
uneconomical number of boilers in use. 

(6) The use of capstan engines, winches, ash hoists, deck 
pumps, sanitary pumps, and galley, pantry, or radiator 
heating systems, etc., shall be limited to the minimum 
necessity of their legitimate functions. 

(c) Electric lights, fans, or other electric apparatus re- 
quiring the expenditure of power shall not be left turned 
on when not required for immediate use. 

(d) The issue of fresh water shall be under strict super- 
vision to prevent waste. 

105. Oil-burning installations — 

(1) Upon starting fires in a boiler, care shall be taken 
before lighting fuel-oil burners to insure that the furnace 



75 

and ash pit are clear of oil and well ventilated, and, in 
order to avoid a possible back flash, the fireman shall 
stand well clear of the sigh tholes and other openings in 
the furnace front. In lighting burners in addition to 
those required for raising steam, the oil shall not be turned 
on until the blowers have been started and the furnace 
cleared of gas. Similarly, in shutting down, the blowers 
shall be kept running until all the burners have been shut 
off. Should a burner become extinguished accidently, the 
cause may be due to (a) water mixed with the oil coming 
from the oil tanks, or from leaky heaters; (b) solid matter 
choking the burner, due either to fault of the strainers or 
to carbonizing of the oil in the burner, or (c) water passing 
over with the oil from the tanks or air chambers on the 
pumps or oil line. When a burner is choked it shall be 
removed at once and thoroughly cleaned. The cleaning 
shall be very carefully done, care being taken that the 
outlet holes are not roughened, enlarged, or altered in 
shape. Burners shall never be left in place disconnected. 

(2) When heaters are fitted, special effort shall be made 
to detect promptly any leaks from the oil to the steam side 
of the heater. Such leaks allow the oil to pass directly 
to the boiler water, and, in order to prevent this, the steam 
pressure on the heater shall be kept higher than the oil 
pressure, when practicable. At least once during each 
watch the drain from the oil heaters shall be tested for 
the presence of oil, and if oil be found the heater shall be 
drained and disconnected at once. 

(3) When boilers are fitted to burn oil in combination 
with coal, it shall be borne in mind that the installation is 
designed to obtain the full power from the boilers when 
burning coal alone. The oil is provided to make it possible 
to maintain production of steam on prolonged full-power 
runs after the coal fires become dirty, or when the trim- 
ming of the coal to the firerooms becomes difficult. There- 
fore, in order to prevent undue forcing when burning both 



76 

ooal and oil, the rate of burning the oil shall not be allowed 
to exceed eleven pounds per square foot of grate surface 
per hour. In burning oil with coal, special attention shall 
be paid to the opening of the ash-pit doors for regulating 
the quantity of coal burned. When the fires are clean these 
doors shall be nearly closed and their opening gradually 
increased as the fires become dirty. The fires shall be 
worked so that the grate is well covered, with no holes, 
and they shall be of moderate thickness and even surface. 
Care shall be taken in handling the fire at the front of the 
furnace to avoid blocking the air cones and overheating 
the furnace fronts or cones. The coal shall be fed in small 
quantities at a time, and the fire doors shall be kept open 
as short a time as possible. The fire shall be cleaned as 
would be done when burning coal alone, and, while being 
cleaned, the burners in that vicinity shall be shut off. The 
air pressure and the supply of coal and oil shall be carefully 
regulated, so as to produce the most efficient combustion 
of both fuels, with a minimum of smoke. Should excess 
smoke occur, the cause may be (a) fires too heavy, (6) 
insufficient air pressure in the fireroom or improper opening 
of air register, or (c) ash-pit doors open too wide, or holes 
in the fires, thus preventing a sufficient proportion of air 
passing through the air cones. 

106. Salt feed — 

(1) Any indications of the presence of sea water in the 
feed tanks, or of considerable increase in salinity of the 
water in the boilers, shall be investigated promptly and 
the defect corrected with the least possible delay. As a 
rule, when sea water becomes unavoidably admitted to the 
boilers, blowing down shall not be resorted to until the 
salinity exceeds six hundred grains of chlorine per gallon 
in fire tube, Babcock & Wilcox and similar types of 
boilers, and one hundred and fifty grains in small bent 
tube or torpedo boat boilers. When bottom blow valves 



77 

are used to reduce the salinity of boilers under steam r 
they shall be quickly opened wide for a few seconds only, 
and at intervals of not less than four hours. Too frequent 
use of these valves shall be avoided, as it causes them to 
leak, indirectly wastes fuel, and promotes corrosion. 

Emptying boilers — 

(2) When it is required to empty the boilers, they shall 
not be blown down, as this practice is liable to cause leaky 
tubes and joints, but the water shall be allowed to remain 
until it becomes cool, and shall then be either pumped or 
drained out. 

107. Evaporators — 

As the efficient operation of the evaporators depends 
upon varying conditions of steam pressure, height and 
density of water, etc., according to the state of the heating 
surfaces at any time, constant attention shall be given to 
secure the best working conditions at all times, in order to 
obtain the maximum production of water at the most 
economical rate of expenditure of fuel. Evaporators shall 
be operated in double effect when so fitted. The density 
of the water shall not ordinarily be allowed to exceed 
3/32 by the salinometer, otherwise there is danger of 
hydrochloric acid being produced by decomposition of 
magnesium chloride, which, passing to the distillers, will 
render the fresh water acid. The fresh water distilled shall 
be tested at frequent and regular intervals, in order to 
insure that it is being produced in a pure state and free 
from salt. 

108. Oil in internal-combustion engines — 

In internal-combustion engines designed for splash lubri- 
cation in the crank cases, care shall be taken not to carry 
the level of the lubricating oil too high. If the level is 
kept much higher than is necessary for proper lubrication, 
the oil is liable to pass the pistons and burn in the combus- 
tion spaces, not only fouling the cylinders and clogging the 



78 

valves and piston rings, but resulting in unnecessary waste 
of the lubricating oil. 

109. Pneumatic system — 

(1) In starting an air compressor, it shall be run slowly 
until it becomes warm and until there is a pressure of at 
least twenty-five pounds in the accumulator to provide 
an air cushion. To avoid overheating of the air cylinder, 
compressors of the Westinghouse or similar type, not 
fitted with water jackets, shall not be run at too high a 
rate of speed, and care shall be taken that the governor acts 
properly. 

(2) After using air compressing machinery for any pur- 
pose, great care shall be taken to see that the engines, 
pumps, separators, charging columns, and reservoirs are 
blown out and thoroughly drained of water. The pressure 
gauges shall be left open to the spaces to which they are 
attached, so that any pressure that might remain in the 
system will be indicated, in order to avoid accidents upon 
disconnecting any parts. 

(3) A spare set of leather cup washers shall always be 
kept ready for use, such leathers being kept in tins filled 
with neat's-foot, castor, or other oil suitable for keeping 
them soft and in proper condition. 

(4) The oil used for lubricating the internal parts of the 
air cylinders when the packings are of leather shall be 
neat's-foot, or, if that is not obtainable, castor oil or other 
suitable oil shall be used. Such oil, however, shall not be 
allowed to enter any steam cylinder. 

110. Preparation for collision — 

(1) Before going into action, all articles which might be 
displaced by a collision shall be secured or so disposed that 
no injury thereby can be done to the machinery or to any 
person. 

(2) When intending to ram, or likely to be rammed, no- 
tice shall be given from deck to the engine room by any 



79 

prompt method of communication, so that men, tools, etc., 
may not be thrown down or against moving parts of the 
machinery. 

(3) To prevent the passage of water from the boilers into 
the engines when collision takes place, the separators shall 
be blown out and their drains left open until the engines 
are safely reversed. 

(4) In ramming, being rammed, and generally in cases 
of collision, men shall go to their stations for starting all 
bilge pumps and other means provided for freeing the ship 
of water in case of dangerous leakage. 

111. Stowage of coal— 

(1) During the intervals between steaming periods, and 
at other times when it may be done to advantage, the coal 
shall be trimmed from the upper and more remote bunkers 
into close proximity to the bunker doors of the firerooms 
where it will eventually be required for use. This is 
specially important preparatory to steaming at a high rate 
of speed, when a considerable supply of coal will be needed. 
The engineer officer shall keep himself informed of the 
general distribution of coal in the bunkers. 

(2) Coal shall not be stowed in the firerooms in such 
quantities as to interfere with working the boilers or to 
cover up the handles or wheels of valves or to get into the 
bilges, thereby possibly choking the pump suctions and 
strainers and endangering the safety of the ship. 

Section 10.— CARE AND HANDLING OF COAL. 

112. Wet coal not to be taken on board — 

(1) Coal shall not be taken on board wet if it is prac- 
ticable to avoid it, and care shall be taken to keep it dry 
in the bunkers, as moisture sometimes causes a rapid and 
dangerous generation of heat and gas, resulting in spon- 
taneous combustion. Before the docks are washed down 



80 

after coaling the solid bunker plates must be replaced and- 
made tight to prevent water getting into the bunkers. 
Height of stowage in bunkers — 

(2) The stowage of coal in the bunkers shall be limited 
to the height of the lower edge of the beams, in order that 
sufficient vacant space above the surface of the coal shall 
be preserved for proper ventilation. The contents of the 
bunkers shall be calculated on this basis. 

Ventilation of bunkers — ■ 

(3) The ventilation pipes fitted to the bunkers shall be 
kept clear, and they shall always be kept open for ventila- 
tion except when running the blowers and a loss of air 
pressure in the firerooms through open bunkers would be 
caused thereby. The plates of all fixed coaling trunks and 
coal bunkers not provided with permanent ventilation fit- 
tings shall be taken off periodically to ventilate these 
spaces. This should be done at frequent intervals after 
coaling, as the evolution of gas owing to the breaking up 
of the coal is very rapid during and for some days after the 
operation of coaling ship. It must be borne in mind that 
to secure efficient ventilation there must be at least two 
openings — one for the admission of pure air and another 
for the escape of foul air — and where permanent ventila- 
tion fittings do not include both, the bunker plates should 
be taken off periodically as required above. Care shall be 
taken to thoroughly ventilate such bunkers before any 
men are sent to work in them. 

Precautions regarding open lights in bunkers — - 

(4) No open light shall be permitted in a coal bunker or 
within twenty feet of an opening into it until the bunker 
has either been thoroughly ventilated with all the bunker 
plates removed or has been explored with a safety lamp 
and found free of explosive gas. In any case where the 
limitation of twenty feet is impracticable the distance shall 
be as great as possible. 



81 

113. Coal gas in bunkers — 

(1) The gas to be guarded against is methane, CH 4 , 
marsh gas, which, in an explosive mixture with air, is 
known as fire damp. The gas is lighter than air and there- 
fore tends to accumulate in the upper portions of bunkers. 
This gas is given off from all bituminous coals, in quanti- 
ties varying with the nature of the coal. With the coal 
ordinarily used in our service — Pocahontas, New River, 
Georges Creek, etc., — there is little probability of dangerous 
accumulations of the gas. With other coals, notably cer- 
tain Welsh coals, this probability is greater. 

In small quantities this gas is not dangerous. A mix- 
ture of the gas and air containing 5.5 per cent of the gas is ; 
however, inflammable, and 7 per cent is explosive. 

Indication of gas by safety lamp — 

(2) In the Beard-Deputy-Marsant type of safety lamp 
presence of gas in the bunker will be indicated by a blue cap 
on the yellow flame of the lamp. The height of the blue 
cap increases with the percentage of the gas present. To 
facilitate the determination of the percentage of the gas 
the platinum wire indicator is provided. With the flame so 
adjusted that in fresh air the lower wire will just glow in the 
dark, the glowing of the upper wires when the lamp is 
taken into a bunker will measure the percentage of gas 
present, in increments of one-half per cent up to 3 per cent, 
wlrch is the reading of the topmost wire. 

In reading the platinum wire indicator the brass bonnet 
surrounding the gauze of the lamp should be removed. 
(This bonnet renders the lamp safe under all conditions in 
explosive mixtures of the gas. Without it there is a chance 
of igniting the gas from the flame of the lamp through the 
gauze in case the lamp is accidentally dropped in fire damp.) 
The presence of the bonnet reduces the height of the blue 
cap in the flame. Though an indication of the presence 

91610°— 17 6 



82 

of gas can be obtained with the bonnet on, an accurate 
determination of the percentage of the gas can only be 
obtained with the bonnet removed. 

The presence of any gas may of course indicate the pos- 
sibility of more extensive accumulations in pockets, and 
until greater experience has been had with the use of the 
lamp it is considered that no naked light should be allowed 
in a bunker if the safety lamp shows any indication of the 
presence of gas. 

Use of safety lamp — 

(3) The precautions regarding open lights in bunkers 
shall apply — 

(a) When a bunker containing Navy standard coal, or 
connected with one containing such coal, is opened after 
having been closed longer than sixty hours. 

(b) When a bunker containing other than Navy stand- 
ard coal, and particularly Welsh coal, or connected with 
one containing such coal, is opened after having been 
closed longer than twelve hours. 

(4) If any indication of fire damp is found it shall be 
removed by ventilation, assisted, if necessary, by a blower, 
before naked lights are allowed in the bunker, bearing in 
mind the fact that the gas is lighter than air. 

(5) The tests for fire damp shall be made by a reliable 
man of the rate of water tender or chief water tender. 

(6) The safety lamps shall be cleaned after use, and care 
taken that the gauze is not torn, as a hole in it renders the 
lamp unsafe. They shall be stowed in places accessible 
to the bunkers, preferably in charge of the persons charged 
with their use. 

(7) Only pure lard oil or sperm oil should be used in the 
lamp. Kerosene is not suitable, owing to its tendency to 
deposit soot on the gauze. This deposit may glow suffi- 
ciently to ignite fire damp. 



83 

114. Spontaneous ignition of coal; initial causes — 

(1) The cases of spontaneous ignition of coal some- 
times involve seemingly contradictory facts, owing to the 
primary and contributory causes being present in differ- 
ent degrees. The principal chemical cause of spon- 
taneous ignition of bituminous coal is the condensation 
and absorption of oxygen in the air by the fixed carbon in 
the coal, which is accompanied by the evolution of heat, 
and this chemical activity is in turn accelerated by heat. 
When coal is heated a little above 212° the power of ab- 
sorbing oxygen is increased, and in a few hours will absorb 
sufficient to give a perceptible increase in weight; conse- 
quently, the amount of increase in weight is an indication 
of the liability to spontaneous ignition. Dry coal absorbs 
oxygen more quickly than wet coal, but the presence of 
moisture increases the action of the already-absorbed 
oxygen upon the hydrocarbons of the coal and so causes 
increase in heating. 

Secondary causes — 

(2) A secondary cause is the action of moisture on iron 
pyrites (FeS 2 ). The heating effect of this cause is very 
slight, but its indirect effect is to cause swelling and break- 
ing of the coal, thus exposing fresh surfaces for the con- 
densation and absorption of oxygen. 

Some coals containing a large amount of pyrites are 
notably free from liability to spontaneous ignition, and on 
the contrary some containing a small amount of pyrites 
furnish cases of spontaneous ignition. The disulphide of 
iron is found in coal in different forms, sometimes as a 
dark powder resembling coal, and other times in golden 
layers in the cleavage of the coal (coal brasses); it gives 
the reddish-brown color to the ash in some coals. 

Volatile matter — 

(3) An accessory to these chemical causes is the com- 
bustible volatile matter in the coal. The heat evolved by 



84 

the first cause stimulates the chemical action of the con- 
densed oxygen with the volatile hydrocarbons and fixed 
carbons; this chemical action further evolves heat; coa] 
being a poor conductor of heat, the temperature rises to 
the ignition point and the combustion is supported by the 
combustible volatile. 

Contributory causes ; size of coal — 

(4) The coal being broken into small pieces naturally 
presents a greater surface for the absorption of oxygen, 
which increases the effect of the first cause of liability to 
spontaneous ignition. Fires in cargoes generally start 
under hatchways, where the percentage of slack and fine 
coal is greatest. 

Height of coal in pile — 

(5) By increasing the height of the pile of coal as stored 
the amount of nonconducting material is increased, and 
heat evolved in the interior of the pile has less chance of 
escape. In addition, there will be more breakage of the 
coal in larger piles. 

Moisture in coal — 

(6) Absorption of oxygen in wet coal is at first re- 
tarded, but the presence of moisture increases the action 
of the oxygen upon the volatile matter in coal and this 
increases the heating. The combination of many sub- 
stances with oxygen is prevented if both are perfectly 
dry. On the other hand, it has been proposed to wet the 
fine coal under hatchways of large ships loaded in warm 
weather. 

Effects of climate — 

(7) It is evident that coal shipped to a cold climate 
would be less liable to spontaneous ignition than would 
coal passing through the Tropics, since in the latter case 
there is increased temperature and slower removal of heat. 

local heating — 

(8) The most usual causes of local external heating are 
those due to heat from a boiler or steam pipe communi- 



85 

cated to a coal bunker. If the bulkhead of a bunker con- 
taining coal with a tendency to absorb oxygen is kept at 
120° F. there is a great chance of spontaneous ignition in a 
few days. The seat of the fire may not be close to the 
bulkhead, because there may be a smothering effect of the 
coal next to the bulkhead, with sufficient radiation, re- 
sulting in simply charring the coal, the ignition taking 
place nearer the center of the pile. Waste, oily with fatty 
oils easily oxidized, may start a fire spontaneously, but 
mineral oil is said to retard heating. 

Defective ventilation — 

(9) Defective ventilation is that which renews air suffi- 
ciently to support combustion faster than it removes the 
heat to reduce the temperature below the point of ignition. 

115. Preventive measures — 

(1) Coal should contain as large a percentage of lump 
and as little slack as possible, as in the latter resides the 
primary causes of spontaneous ignition. It should not 
have a high percentage of combustible volatile matter. 

Fewly mined coal undesirable — 

(2) Coal should be at least a month from the mines, 
because it evolves marsh gas and absorbs oxygen more 
readily when it is newly mined. 

Permissible amount of moisture — 

(3) It should not be loaded or stored in a wet or damp 
condition. The maximum percentage of moisture should 
be 3 per cent, and that only when the coal is to be un- 
loaded and used in the near future. 

Precautions to be observed in colliers — 

(4) Ventilation is ordinarily effective on naval vessels 
on account of the comparatively small amount of coal in 
the bunkers and the access at top and bottom. In colliers, 
however, perfect ventilation is impossible on account of 
the amount of coal in the cargo spaces, and the cargo 
hatches should be battened down to exclude the fresh 
supply of air. Hatch covers, however, should be removed 



86 

at times when the external air is cooler than the surface of 
the coal which shows signs of heating. 
Obtaining temperature of coal — 

(5) Thermostats are installed on naval vessels to give 
warning of increase of temperature in bunkers, and in 
colliers handhole plates should be fitted to the cargo spaces 
to permit dropping thermometers in the upper part of the 
cargo holds to obtain the temperature therein. The tem- 
perature of all cargo holds should be taken daily. 

Characteristic odor — 

(6) When coal is heating it gives out a characteristic 
and penetrating odor. The gases evolved consist of nitro- 
gen, water vapor, carbon dioxide, carbon monoxide, hy- 
drocarbons of a paraffin series, and sulphuretted hydrogen. 

116. Extinguishing fire in bunkers with steam — 

(1) An effective means for extinguishing the fire in 
bunkers is the introduction of steam to the bottom of the 
pile. Some vessels in the Navy are fitted with smothering 
pipes introducing the steam into the top of the bunker, 
which is nearly as effective. The atmosphere of steam 
will not support combustion. 

Extinguishing fire with water — 

(2) If water be used to extinguish the fire, it should be 
admitted to the bottom of the bunker, for the reason that 
the bottom is probably nearer the seat of the fire. It has 
been found that in applying water on top of a pile the flow 
is so impeded by the coal itself and by the caking of the 
coal above the fire as to have very little effect if the 
bunker or hold is filled with coal. 

Removal of coal — 

(3) If none of these means are provided, the removal of 
the coal from the bunker or hold until the seat of com- 
bustion is reached should be resorted to. Coal that has 
been subject to spontaneous ignition and extinguished can 
be replaced in a bunker with perfect safety. 



87 
Section 11.— SPECIFICATIONS FOR FUEL OIL. 

117. The specifications and detailed information regard- 
ing facilities, conditions, and methods of delivery of fuel 
oil will be found in the " Contract bulletin for fuel oil for 
use ashore and afloat," published by the Bureau of Sup- 
plies and Accounts. 

Section 12.— RECEIPT OF FUEL OIL FOR NAVAL 

VESSELS. 

118. From Navy fuel ship or naval vessel — 

The commanding officer of the vessel delivering the oil 
shall furnish the commanding officer of the vessel loading 
with a copy of the analysis of the oil. 

119. From Navy storage tank or barge — 

When fuel oil is received from a Navy storage tank or 
from naval barges, the officer filling the requisition shall 
furnish the commanding officer of the vessel loading with a 
copy of the analysis of the oil. 

120. From contractor — 

When fuel oil is received directly from the contractor 
by means of pipe line, barge, or tank cars, the contractor 
shall furnish the officer making the purchase with two 
copies of the analysis of the oil, one of which shall be 
delivered to the commanding officer of the vessel loading. 
The commanding officer of the vessel loading shall have 
three samples of the oil taken, two of which shall be trans- 
mitted, without delay, to the chemist at the nearest one 
of the following navy yards: New York, Mare Island, Pearl 
Harbor, and Olongapo, and the third retained on board 
for transmission to the contractor's chemist, in case any 
question should arise as to the quality of the oil. The 
samples sent to the chemist shall be numbered serially, 
beginning a new series each fiscal year. The samples shall 
be accompanied by a letter of transmittal giving the serial 



88 

number of the sample, name of the contractor, number of 
the contract, amount of oil received, and the date, place, 
and manner of delivery, with the name of the barge or 
name and number of the tank cars, if used; and a copy 
of this letter shall be sent to the Bureau of Steam Engineer- 
ing. 

121. By fuel ships— 

When fuel oil is received in cargo lots by fuel ships at re- 
fineries or tank farms, the quantity and quality of the oil 
received shall be determined as specified in the contract, 
and the commanding officer of the fuel ship shall transmit 
to the Bureau of Supplies and Accounts a report of the 
loading showing the amount of oil received and the analysis 
of the oil as determined by the authorized inspector. A 
copy of this report shall be forwarded to the Bureau of 
Steam Engineering. 

122. From commercial supplier — 

Fuel oil shall not be received from any commercial sup- 
plier who is not a party to the annual contract for supply- 
ing fuel oil for use afloat, except in ports where no contracts 
are in effect or in cases where the regular contractor is 
unable to make satisfactory delivery. Should such action 
become necessary, the procedure followed shall be the 
same as given in Art. 120, except that the oil shall not 
be taken on board until a complete analysis has been made 
by a chemist. In this case the letter of transmittal shall 
also include the chemist's analysis, a statement of the 
reasons for such loading, and a description of the firm's 
facilities at the place of delivery. A copy of this letter 
shall be attached to the quarterly fuel oil report rendered 
to the Bureau of Supplies and Accounts. 

123. Responsibility for quantity — 

The commanding officer of the vessel loading shall be 
responsible for the quantity received, which shall be 
determined as specified in the contract. 



89 

124. Sampling — 

Samples to be sent to the chemist shall be taken, if 
practicable, through a pet cock on the line or through a 
leaky coupling. Whenever practicable, the contractor's 
reprsentative shall be given an opportunity to witness 
the sampling of oil. 

125. Loading fuel oil — 

The loading of fuel oil shall be governed by "Instruc- 
tions for care and handling of fuel oil" (sec. 13), "Contract 
bulletin for fuel oil afloat," "Instructions for testing Navy 
fuel oil," and by such instructions as may be issued modi- 
fying or supplementing the foregoing. 

Section 13.— CARE AND HANDLING OF FUEL OIL ON 
OIL-BURNING VESSELS. 

126. Fuel-oil characteristics — 

Fuel oil is inert, nonexplosive, very difficult to ignite 
in bulk, and not capable of spontaneous combustion. The 
vapor from this oil, however, is explosive when mixed with 
air. This vapor is heavier than air and tends to accumu- 
late in low levels, such as bilges and bottoms of tanks, 
where it may remain undiscovered until ignited by a 
naked light or spark. It is always present in a partly filled 
oil tank, or one that has contained fuel oil and from which 
the vapor has not been removed by artificial means, and it 
is expelled through the vents from the fuel-oil tanks while 
they are being filled. A leak allowed to endure in any part 
of the oil-burning system may result in an accumulation 
of this explosive vapor unless such leak is located in the 
path of air to the furnace. Ignition of the vapor may be 
caused by an open light, electric spark, or spark made by 
striking metal, heat of the filament of a broken electric 
lamp, smoking, sparks from funnel or galley, or fires under 



90 

boilers. An oil fire can be extinguished by dry sand, steam, 
or chemical extinguishers, but not by water. 

127. Safety precautions — 

(1) To prevent the accidental explosion of oil vapor and 
to insure the safe handling and stowage of fuel oil, the 
precautions prescribed in the Instructions for the Care and 
Operation of Fuel Oil Burning Installations shall be 
strictly observed. 



ofCO^ GB£SS 




